SECTION INDEX

SECTION _ _ _ _ _ _ _ _ _ NAME

LUBRICATION

CABS, HEATING AND

AIR CONDITIONING

1971 FRAME

SERIES 40 through 60 FRONT SUSPENSION

CHEVROLET TRUCK REAR SUSPENSION
CHASSIS BRAKES
SERVICE MANUAL
6A GASOLINE ENGINES

FOREWORD 6D ENGINE MOUNTINGS

This m anual includes p rocedures for m aintenance

and adjustm ents, m inor serv ice operations, and re ­
6K ENGINE COOLING SYSTEM
m oval and installation fo r components of Chevrolet
S e rie s 40 through 60 T rucks. P ro ced u res involving ENGINE FUEL SYSTEM
disassem bly and assem bly of m ajor components for
6M
these vehicles a re contained in the 1971 Chevrolet
P a sse n g e r C ar and S eries 10-30 Truck Overhaul
Manual o r the 1971 S eries 40-60 T ruck Overhaul 6Y ENGINE ELECTRICAL
Manual Supplement.
This manual should be kept in a handy place for TRANSMISSIONS
ready referen ce. If properly used, it will enable the AND CLUTCHES
technician to b e tte r se rv e the owners of Chevrolet
built vehicles.
All inform ation, illu stratio n s and specifications con­
tained in this lite ra tu re a re based on the la te st product
8 FUEL TANK & EXHAUST

inform ation available at the tim e of publication ap­

proval. The right is re se rv e d to make changes at any STEERING SYSTEM
tim e without notice.

10 WHEELS & TIRES

CHEVROLET MOTOR DIVISION

11 SHEET METAL

General Motors Corporation CHASSIS ELECTRICAL

DETROIT, MICHIGAN 12 AND INSTRUMENTS
RADIATOR AND
13 SURGE TANK

SPECIAL TOOLS
© 1 9 7 0 G eneral Motors Corporation Printed in U .S.A .
 INTRODUCTION
This manual contains on-the-vehicle maintenance, light repair information,
and unit replacement on all truck series listed on page v. Overhaul proce­
dures for major units will be published in separate “Unit Overhaul” manuals.
Important information on the arrangement and use of this manual will be
found on page iv. Operation of the vehicles from the standpoint of the driver
is contained in a separate Owner’s and Driver’s manual which is furnished
with every new Chevrolet Truck.
Every effort has been made to include timely and adequate information
on the various units and systems used on Chevrolet Trucks. The general
maintenance and light repair procedures in the various manual sections are
the result of extensive service experience. This information should serve not
only as a reference for the experienced mechanical force, but also as a
comprehensive text for training purposes.
In some cases, considerable space is devoted to describing the operation of
a unit or system. The use of this space is justified by the presumption that in
order for a mechanic to maintain a unit or system in a serviceable condition,
he must first understand how the unit or system should function.
All information contained in this manual is based on the latest product
information available at the time o f publication approval. Chevrolet Motor
Division reserves the right to make changes in design or add improvements at
any time without incurring any obligation to install same on vehicles pre­
viously purchased.

TRUCK MODEL DESIGNATION

CHASSIS TYPE GVW RANGE NUMBER
SYMBOL See “Load Capacity Chart”
(C) Conv. Cab (96" BBC) (4x2) in Owner’s and Driver’s
(M) Conv. Cab (96" BBC) (6x4) Manual.
(T) Tilt Cab
(S) Schoolbus Cowl
SERIAL NUMBER

13 1 P 1 1 0 0 0 1

ENGINE TYPE
SYMBOL BODY AND BRAKE TYPE
(E) V8 Gasoline 03—Cab & Chassis (Hyd. Brakes)
(S) In-Line Gasoline 13—Cab & Chassis (Air Brakes)
02—Cowl & Chassis (Hyd. Brakes)

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 GENERAL INFORMATION
IM PO RTAN T-REA D THIS PAGE
TRUCK MODELS COVERED
This manual contains “on-the-vehicle” main­
tenance and light repair information on Chevrolet
Truck Models listed on page v. Since many truck
models with various combinations of equipment
are covered in this manual, the reader must
necessarily refer to truck model applications and
methods of distinguishing design differences in
each manual section.
All standard equipment and the most com­
monly used regular production options are
included in this manual. Many special equipment
and accessory items are available on Chevrolet
Trucks, however, these items are too numerous to
permit their coverage in this manual.
MANUAL ARRANGEMENT
This manual is divided into major sections in
the sequence shown on the margin of the title
page. A black tab bearing the major section
number is placed on the first page of each major
section which indexes with the tab on the title
page. Many of the major sections are divided into
sub-sections, each sub-section containing impor­
tant and specific information on related units or
components. A section index is also included on
the first page of each major section, when the
major section is divided into sub-sections.
PAGE AND ILLUSTRATION NUMBERS
The manual pages are numbered consecutively
within each section. Illustrations are numbered
consecutively within each section, or within each
sub-section when the major section is so divided.
SPECIFICATIONS
Service data, fits, and tolerances are listed at
end of each section or sub-section under the head­
ing “Specifications.” In some cases reference
iv
must also be made to these “Specifications” for
model application and methods of distinguishing
the various design and construction differences.
Manufacturers model or part numbers are used
in many instances in the “Specifications” tabula­
tions. These numbers are provided primarily for
unit identification or truck model application
reference, and should be referred to when order­
ing parts. All detail service part numbers must be
obtained from the applicable Parts Book.
SPECIAL TOOLS
Special tools and equipment are mentioned,
and in many instances illustrated, throughout the
text. These tools are specially designed to accom­
plish certain operations efficiently and readily.
Such tools are mentioned in the text by tool
vendor’s numbers. These tools are not offered for
sale by Chevrolet Motor Division. Information
regarding availability of these tools can be
obtained from your Zone Office.
SERVICE BULLETINS
Service bulletins are issued, when required,
supplementing or in some cases superseding infor­
mation in this manual. Information in these
bulletins should be noted in the text of the
applicable manual section and the bulletin filed
for ready reference.
OPERATION
Operating instructions from the standpoint of
the driver are included in a booklet entitled
“Owner’s and Driver’s Manual” which is placed in
the cab of every new Chevrolet Truck.
ALPHABETICAL INDEX
Important subjects, with manual page number
references, are alphabetically listed in the index in
the back of this manual.
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 MODEL DATA
GMC
TRUCK ENGINE CLUTCH FRONT AXLE REAR AXLE TRANSMISSION
SER IES
STD. OPT. STD. OPT. STD. OPT. STD. OPT. STD. OPT.

CE-40 350 - 12"-1 - F050 - H110 H I 35 CH465 AT540

CS-40 250 292 11''-1 - F050 - H110 H I 35 CH465 -

SS-40 250 292 ir - i - F050 - H 110 H135 CH465 -

CE-50 350 366 13"-1 - F050 F070 H150 T150, H170, CH465 282V, 285V, 542GD,
T170 5 42G L, AT540

CS-50 292 - 12"-1 - F050 F070 H150 T150, H170, CH465 540CL
T170

SE-50 350 366 13” -1 - F055 F070 H150 T150, H170, CH465 2 8 5 V ,5 4 2 G L,A T 5 4 0 ,
T170

SS-50 292 - 12"-1 - F055 F070 H150 T150, H170, CH465 540CL
T170

TE-50 350 366 13"-1 - F070 F090 H150 T150, H170, 435GL 2 82V, 285V, 542GD,
T170 542G L, AT540

TS-50 292 - 12"-1 - F070 F090 H150 T150, H170, CH465 540CL
T170

CE-60 366 427 13"-1 12"-2 F070 F 0 9 0 ,F 1 10 H170 T 1 7 0 ,17121, CH465 282V, 285V, 325V,
17221,19201 3 2 7 V ,5 4 2 G D ,5 4 2 G L,
5652B,5756B,A T540

ME-60 366 427 13"-1 12"-2 F070 F090, F 110 30DSC 34DSC 542GL 285V ,3 2 5 V ,56 5 2 B ,
542G L, MT40,
6041 A u x., 7041 A u x.

TE-60 366 427 13"-1 12"-2 F070 F090, F120 H170 T 1 7 0 ,17121, 435GL 282V, 285V, 542G L,
17221,19201 5752C, AT540

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 VEHICLE MODEL IDENTIFICATION
o o
GENERAL MOTORS CORPORATION

W ARRANTY MAY B E VOIDED IF W EIG H T

AND WEIGHT RATING PLATE
E X C E ED S ANY OF T H E RATIN G S SHOWN.
GROSS V EH IC LE WEIGHT IN CLUDES WEIGHT OF
BASE TRU CK, ALL ADDED EQUIPMENT, DRIVER
AND PASSEN GERS, AND ALL PROPERTY LOADED
INTO TR U CK.
The vehicle iden tificatio n and
♦ R EFE R TO OWNER’S MANUAL FOR EQUIP­
MENT REQ UIRED FOR INTERM EDIATE OR
MAXIMUM GVW RATINGS, AND FOR OTHER w eight ra tin g p la te is lo cated on the
LOADING INFORMATION, INCLUDING TIR E

|
INFLATION.
1 RATINGS IN POUNDS
cab left door p illa r of a ll m odels
AS MANU- * MAXIMUM
FACTURED CAPABILITY
except cowl m odels. P la te location
rm i_ .~ i on cowl m odels is on the engine sid e
of cowl.

o o

ENGINE SERIAL NUMBERS

The engine s e r ia l n u m b er on “ V” en gines is stam p e d on top of the cy lin d er

block ah ead of th e rig h t-b a n k c y lin d e r head. Engine s e r ia l n u m b e rs a r e not u se d
on In -lin e engines; n u m b e rs ap p earin g on c ra n k c a se b o ss a t r e a r of d is trib u to r
a r e m an u factu rin g lo catio n and buidling date codes.

SERVICE PARTS IDENTIFICATION

The ’’S e rv ic e P a r t s Id en tificatio n " lab el is lo cated on in sid e of glove c o m p a rt­

m ent door of s te e l tilt and conventional cab m o dels. L ocation of la b el on cowl m odels
is d e te rm in e d by th e body m a n u fa c tu re r. T his la b e l lis ts a ll sp e c ia l equipm ent
in s ta lle d on th e v eh icle. T h is in fo rm atio n is im p rin te d on the lab el a t the fac to ry
and r e p r e s e n ts only the sp e c ia l equipm ent on the veh icle when it w as shipped fro m
the fa c to ry . A lw ays r e f e r to th is in fo rm atio n when o rd e rin g p a r ts .

SERVICE P A R TS I D E N T I F I C A T I O N ______________
v. i.n. ■ ■ ■ ■ ■ ■ ■ w/ b a s e h h h i seI H H I
V.I.N. —VEHICLE IDENTIFICATION NUMBER
N O T E : TH E S P E C I A L E Q U IP M E N T L I S T E D B E L O WHAS BEEN IN S T A L L E D ON

D E S C R IP T IO N D E S C R IP T IO N

IMPORTANT: RETAIN THIS PLATE AS A PERMANENT RECORD

vi
CHEVROLET 40-50 TRUCK SERVICE MANUAL
 SECTION 0

Jlu Jis U c G iio s i

INDEX
S ubject P ag e No.
G e n e ra l In fo rm atio n .............................................0-1
L u b ric a n t Sym bols ............................................. 0-1
L u b ricatio n C h a rts
All m odels Except S teel T ilt C a b ............... 0-2
S teel T ilt Cab M odels ..................................... 0-4
E ngines and A c c e s s o r i e s ..................................0-6
L u b ric a tio n C a p a c itie s ......................................... 0-7
C ra n k c a se C apacity C h a rt ..............................0-7
T ra n s m is s io n C apacity C h a r t .......................0-8
R e a r Axle C apacity C h a rt ..............................0-8
P o w er S teerin g C apacity C h a r t ................... 0-8
L u b ric a n t D e sc rip tio n ......................................... 0-9
Engine Oil (Symbol "E") ..................................0-9
M u lti-P u rp o se G e a r Oil (Symbol "MPO") . 0-10
S ubject P age No.
G e a r O il (Symbol "GO") .............................. 0-10
L ub ricatin g O il - Special (Symbol "ES") . 0-10
M u lti-P u rp o se G re a se (Symbol "M PG") . .0 - 1 0
S teerin g G e a r L u b ric a n t (Symbol "SG") . . 0-11
P e tro le u m Je lly (Symbol " S 3 " ) ...................... 0-11
R e frig e ra tio n M achine Oil (Symbol "S7") . .0 - 1 0
H ydraulic B rak e Fluid (Symbol "S12) . . . 0-11
Special G re a se (Symbol " S I ? " ) .......................0-11
A utom atic T ra n s m is s io n Fluid
(Symbol " S 1 9 " ) ................................................ 0-12
High T e m p e ra tu re G re a se (Symbol "S27") . 0-12
High T e m p e ra tu re G re a se (Special)
(Symbol MS28M) ................................................ ° - 12

GENERAL INFORMATION

One of the m ost im p o rta n t ite m s to good tru c k o p e ratin g ex p e rie n ce in d ic a te s o th e r p e rio d s .
c a r e is th e lu b ric a tio n of a ll n e c e s s a ry p o in ts w ith No p a rtic u la r b ran d of lu b ric a n t is re c o m ­
th e rig h t lu b ric a n t, a t the rig h t tim e , and in the m ended a s many re p u ta b le oil d e a le rs can fu rn ish
rig h t way. It is th e re s p o n sib ility of the ow ner to the rig h t lu b ric a n ts when ad v ised of the c o r r e c t
m ain tain p ro p e r lu b ric a tio n p ra c tic e s a s re c o m ­ sp e c ific a tio n s o r d e sc rip tio n s. The lu b ric a n t m an­
m ended in th is s e r v ic e m anual. u fa c tu re r m ust be re sp o n sib le fo r the quality and
C h a ss is L u b ric a tio n C h a rts (figs. 1 ,2 , and 3) s a tis fa c to ry p e rfo rm a n c e of his p ro d u ct. H is re p ­
w ill lo c a te each lu b ric a tio n point on the s e r ie s u tatio n is yo u r b e s t indication of quality.
shown u n d er each c h a rt. E ach point is num bered
on the c h a rts , and each nu m b er is keyed to explan­
a to ry tex t on op p o site page. LUBRICANT SYMBOLS
R e fe r to "E n g in es and A c c e s s o rie s L u b ricatio n Symbol Explanation
C h a rt” (fig. 4) fo r in fo rm atio n re la tiv e to lo cation, "E " Engine Oil
in te rv a l, and lu b ric a tio n to be u sed in sp e cific en­ "M PO" M u lti-P u rp o se G ear Oil
gine a r e a s . "GO" G ear Oil
E ach ite m shown on c h a rts re q u irin g lu b ric a ­ "ES" L u b ric atin g Oil - Special
tio n is co v ered w ith a lu b ric a n t sym bol. E xplan­ "M PG " M u lti-P u rp o se G re ase
a tio n s of sym bols s ta r t on page follow ing c h a rts . "SG" S te erin g G e ar L u b rican t
E x p lan atio n s include type of lu b ric a n t re c o m m en d ­ "S3" P e tro le u m Je lly
ed, and in s tru c tio n s re g a rd in g its ap p licatio n . The "S7" R e frig e ra tio n M achine Oil
c h a r ts show reco m m en d ed in te rv a ls when v ario u s "S12" H ydraulic B ra k e Fluid
ite m s should be lu b ric a te d . The in te rv a ls a r e r e c ­ "S17" Special G re a se
om m ended fo r n o rm a l u se; how ever, o p e ra tin g "S19" A utom atic T ra n sm issio n F luid
conditions may r e q u ir e m o re freq u en t in te rv a ls . "S27" High T e m p e ra tu re G re a se - Special
R ecom m ended in te rv a ls should be follow ed until "S28" High T e m p e ra tu re G re a se - Special

L u b ric a n ts M ust Be S to red and D isp en sed in Such

a M anner T hat They W ill Be C lean and F re e of
C ontam ination, Due to D irt o r O th e r F o reig n M atte r.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 0-2

LUBRICATION

Figure 1—Lubrication Chart I A ll Except Steel Tilt Cab M odelsI

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 0-3

LUBRICATION

LUBRICATION DATA
(CHART ON OPPOSITE PAGE)
Item +
No. Item R e m a rk s Symbol M iles+
1 F ro n t Spring Slip P a d s .................................... Apply a s re q u ire d ........................... MPG 6,000
2 R e a r Spring Slip P a d s ....................................... Apply each e n d ................................. MPG 6,000
3 S teerin g K nuckles ............................................. 2 fittin g s each s i d e ........................... MPG 6,000
4 S teerin g T ie Rod Ends .................................... 1 fitting each e n d .............................. MPG 6,000
5 S teerin g D rag Link E n d s ................................. 1 fittin g each e n d .............................. MPG 6,000
6 P o w er S teerin g C y linder Ends ( a ) ............... 2 fittin g s ............................................. MPG 6,000
7 Aux. T ra n s m is s io n Shift T ow er ( a ) ............ MPG 6,000
8 P r o p e lle r Shaft U - J o i n t s ................................. 1 fitting each joint . ........................ MPG 6,000
9 P r o p e lle r Shaft Slip Jo in t ............................ 1 fittin g each joint ........................ MPG 6,000
10 S te e rin g Colum n U -Jo in ts . . . . . . . . . . . 1 fitting each j o i n t ............... .. MPG 6,000
12 C lutch R e le a se C ro s s Shaft ( a ) ..................... 1 fitting each e n d .............................. MPG 6,000
13 C lutch R e le a se B e a rin g ................................. 427 E n g .-c u p ................................... S27 6,000
14 T ru -S to p B ra k e ( a ) ............................................. 4 o r 8 f i t t i n g s .................................... MPG 6,000
15 S peed om eter A d a p t e r ....................................... 1 f i t t i n g ................................................ MPG 6,000
16 B ra k e C am shaft (b) .......................................... 1 fittin g each (apply sparingly) . . MPG 6,000
17 C lutch P e d a l L e v e r S h a f t................................. 1 f i t t i n g ................................................ MPG 6,000
18 S teerin g G ear Housing .................................... To level of f ille r p l u g ..................... SG 6,000
19 B a tte ry T e r m i n a l s ............................................. Keep coated (except ST b a tte rie s) S3 6,000
20 E le c tric Shift U nit (2-Spd.) ( a ) ..................... To level of f ille r p l u g ..................... S7 12,000
21 To lev el of f ille r p l u g ..................... MPO 6,000
D rain and r e f i l l ................................. MPO 12,000
21 T ra n s m is s io n ( C l a r k ) ....................................... To level of f ille r p l u g ..................... GO 6,000
D ra in and r e f i l l ................................. GO 12,000
21 T ra n s m is s io n (Spicer) .................................... To level of f ille r p l u g ..................... ES 6,000
D rain and r e f i l l ................................. ES 12,000
21 T ra n s m is s io n - A u x iliary ( a ) ........................ To level of f ille r plug .................. ES 6,000
D rain and r e f i l l ................................. ES 12,000
21 T ra n s m is s io n - A utom atic ........................... C heck lev el ....................................... S19 6,000
D rain and r e f i l l ................................. S19 24,000**
22 R e a r Axle ............................................................ To level of f ille r plug .................. MPO 6,000
D rain and r e f i l l ................................. MPO 24,000#
23 F ro n t W heel B e a rin g s (d) .............................. Hand pack o r u se lu b ric a to r . . . . MPG 20,000*
24 R e a r W heel B e a rin g s (e) .............................. Hand pack o r u se lu b ric a to r . . . . MPG 20,000*
25 B ra k e C am R o lle r P in s (b) ........................... Apply ................................................... E 20,000
27 B ra k e & Axle C y lin d er A ir C le a n er (a) . . C lean and r e f i l l ................................. - 6,000
28 B ra k e M a ste r C y lin d er ( c ) .............................. F ill - %" below o p e n in g .................. S12 3,000@
29 Hood L a t c h ............................................................ Apply with b ru sh S17 6,000

(a)Som e v e h ic le s.
(b)A ir B ra k e only.
(c)H y d rau lic B ra k e s only.
(d)O ptional oil lu b ric a te d - u se "GO” type oil.
(e)O ptional oil lu b ric a te d type r e q u ire s no p e rio d ic se rv ic in g .
* O r once a y e a r, w hich ev er o c c u rs f ir s t.
** 12,000m iles u n d e r s e v e re o p eratio n (change f ilte r when changing oil).
# O r e v e ry 6 m onths, w h ich ev er o c c u rs f ir s t.
t When "M PG " M u lti-P u rp o se G re a se is sp ec ified , lu b ric a te ev ery 6,000 m ile s o r 60 days, w hichever
o c c u rs f ir s t .
@ O r ev ery 30 d ays, w h ich ev er o c c u rs f ir s t.

NOTE: Engine oil is u se d a lso to lu b ric a te cle v is p in s, linkage, c le v ise s,

door hin g es, e tc . A pplication should be m ade by b ru sh o r sp ra y .

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 0-4

LUBRICATION

SEE
E N G IN E
D IA G RA M

T-8191

Figure 2 —Lubrication Chart (Steel Tilt Cab M odels)

9
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 0-5

LUBRICATION

LUBRICATION DATA
(CHART ON OPPOSITE PAGE)
Item
No. Item R e m a rk s Symbol M ile s t
1 F ro n t S pring Slip P ad s and B ra c k e ts . . . Apply a s re q u ire d .............................. MPG 6,000
2 R e a r Spring Slip P a d s .................................... Apply each end .................................... MPG 6,000
3 S te e rin g K nuckles .......................................... 2 fittin g s each sid e .............................. MPG 6.000
4 S teerin g T ie Rod E n d s .................................... 1 fittin g each end ................................., MPG 6,000
5 S teerin g D rag Links ....................................... 1 fitting each end ................................. MPG 6,000
6 P ow er S teerin g C y linder Ends (a) ............ 2 fittin g s ................................................ MPG 6,000
7 Cab H inges ......................................................... 1 fitting each sid e .............................., MPG 6,000
8 Cab Hold-Down L atch .................................... 1 fittin g ................................................... MPG 6,000
9 B ra k e C a m sh a fts (b) .................................... 1 fitting each (apply sparingly) . . . MPG 6,000
10 C lutch and B ra k e P e d a ls .............................. 2 fittin g s ................................................ MPG 6,000
11 S teerin g Id le r L e v e r (a) .............................. 1 fittin g ................................................ MPG 6,000
12 P r o p e lle r Shaft U -Jo in ts .............................. 1 fitting each joint .............................. MPG 6,000
13 P ro p e lle r Shaft Slip J o i n t s ........................... 1 fittin g each joint .............................. MPG 6,000
14 S teerin g Colum n U -Jo in ts ........................... 1 fitting each joint .............................. MPG 6,000
15 S teerin g Column Slip J o i n t ........................... 1 fitting ................................................ MPG 6,000
16 S p eedom eter A dapter .................................... 1 fittin g ................................................ MPG 6,000
17 T ra n sm issio n Shift L e v e r s ........................... 2 fittin g s ................................................ MPG 6,000
18 T ra n sm issio n Shift Linkage (NP 540) . . . 1 fitting ................................................ MPG 6,000
19 S teerin g G e a r Housing ................................. To level of f ille r plug ........................ SG 6,000
20 C lutch and B rak e M a ste r C y linder (a) . . . F ill - %" below opening ..................... S12 3 ,0 0 0 (c)
21 B a tte ry T e rm in a ls .......................................... Keep coated (except ST b a t t e r i e s ) . . S3 6,000
22 E le c tric Shift (2-Spd.) ( a ) .............................. To level of f ille r plug ........................ S7 12,000
23 T ra n sm issio n (N.P.) .................................... To le v e l of f ille r plug ........................ MPO 6,000
D rain and re fill .................................... MPO 12,000
23 T ra n s m is s io n (Clark) .................................... To lev el of f ille r plug ........................ GO 6,000
D ra in and re f ill .................................... GO 12,000
23 T ra n sm issio n (Spicer) ................................. To level of f ille r plug ........................ ES 6,000
D rain and re fill .................................... ES 12,000
23 T ra n s m is s io n - A utom atic ........................ Check level .......................................... S19 6,000
D rain and re fill .................................... S19 24,000**
94 R e a r Axle ......................................................... To lev el of f ille r plug ........................ MPO 6,000
D rain and r e f i l l .................................... MPO 24,000#
25 F ro n t W heel B e a rin g s ................................. Hand P a c k o r u se lu b ric a to r . . . . MPG 20,000*
26 R e a r W heel B e a rin g s .................................... Hand pack o r u se l u b r i c a t o r ............ MPG 20,000*
27 B rak e C am R o lle r P in s ( b ) ........................... A p p l y ......................................................... E 20,000
28 B ra k e P o w er and Axle C ylinder
A ir C le a n e r (a) .................................... C lean and r e i n s t a l l .............................. _ 6,000
29 Hand B rak e B e ll C ran k (a) . . . » ............ 1 fittin g ................................................... MPG 6,000
30 C lutch R e le a se B e a rin g Cup (427 Eng. only) ........................... S27 6,000

* O r once a y e a r, w h ich ev er o c c u rs f i r s t.
** 12,000 m ile s u n d e r s e v e re o p eratio n (change f ilte r when changing oil).
# O r ev ery 6 m onths, w hich ev er o c c u rs f ir s t.
$ When "M PG" M u lti-P u rp o se G re a s e is specified , lu b ric a te e v ery 6,000 m ile s o r 60 days, w hichever
o c c u rs f ir s t.
(a) Som e m odels.
(b) A ir b ra k e s only.
(c) O r e v ery 30 days, w h ich ev er o c c u rs f ir s t.

NOTE: Engine oil is u se d a lso to lu b ric a te c le v is p in s, linkage, c le v ise s,

door h in g es, e tc . A pplication should be m ade by b ru s h o r sp ra y .

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 0-6

LUBRICATION

Item
No. Item R e m a rk s Symbol M iles t
1 P r o p e lle r Shaft U - J o i n t ..................... 1 fitting each j o i n t ........................... MPG 3,000
2 P r o p e lle r Shaft Slip J o i n t .................. 1 fittin g each j o i n t ........................... MPG 3,000
3 R e a r Spring P in ( c ) .............................. 1 fittin g each s i d e ........................... MPG 6,000
4 R e a r A xles ............................................. . To level of f ille r p l u g .................. .. MPO 6,000
D ra in and re fill .............................. MPO 24,000(b)
5 B ra k e C am sh afts (c) ........................... 1 fitting e a c h .................................... MPG 6,000
6 B rak e Shoe R o lle r P in s ( c ) ............... • Apply .................................................. E 20,000
7 W heel B e a rin g s (d) .............................. . Hand pack o r u se lu b ric a to r . . . MPG 20,000(a)
8 Axle Shift Unit (2 o r 3 Speed) (c) . . To level of f ille r plug .................. S7 12,000

t When "M PG" M u lti-P u rp o se G re a se is sp ecified lu b ric a te ev ery 6,000 m iles o r 60 days, w hichever
o c c u rs f ir s t.
(a) O r once a y e a r, w hichever o c c u rs f ir s t.
(b) O r every 6 m onths, w hichever o c c u rs f ir s t.
(c) If used .
(d) O ptional oil lu b ric a te d type re q u ire no p e rio d ic s e rv ic e .

Figure 3—Lubrication Chart Tandem Bevel 30DSC and 34DSC

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 0-7

LUBRICATION

Item
No. Item R e m a rk s Symbol M iles
1 E ngine O il . .................................... Keep to "F U L L ” m ark ..................... . . . . E D aily
2 E ngine O il F ilte r ........................ . At each oil change (Sec. 6A) . . . .
3 Engine A ir C l e a n e r ........................ See in stru c tio n s (Sec. 6M) ............... 6,000
4 C ra n k c a se V e n t i l a t i o n .................. See in s tru c tio n s (Sec. 6 A ).................. -
5 A ir C o m p re s s o r F ilte r (3) . . . . C lean and in s ta ll (Sec. 6 T ) ............... 6,000
6 G o v ern o r A ir F i l t e r ...................... C lean and in sta ll (Sec. 6 T ) ............... 6,000
7 D is trib u to r ( 2 ) ................................... y2 tu rn of cam lu b ric a to r .................. 12,000#
B re a k e r P ivot - 1 drop .................. . . . . E 6,000
R otor fe lt - 4 d ro p s ........................... 6,000
8 G e n e r a t o r .......................................... No lu b ric a tio n r e q u i r e d .....................
9 S ta r te r ............................................. See in stru c tio n s (Sec. 6 Y ) .................. -

10 P o w er S te e rin g R e s e rv o ir (1) . . To oil lev el m a rk (Sec. 9B) ............ . . . . S19 6,000

# R ep lace lu b ric a to r a t 24,000 m ile in te rv a ls . (2) If u sed (V8) fill hinge type o ile r w ith engine oil
(1) Som e M odels. ev ery 12,000 m ile s.
(3) V ehicles w ith a i r b ra k e s.

Figure 4 —Engine and Accessories Lubrication Chart (Typical)

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 0-8

LUBRICATION

LUBRICANT CAPACITIES

CRANKCASE CAPACITY CHART

QTS. QTS.
ENGINE L e s s F ilte r With F ilte r
MODEL U.S. IM P. U.S. IM P.
- IN -LIN E
250 4 3% 5 4%
292* 5 4% 6 5
- V8
350 5 4% 6 5
366 6 5 8 6%
427 6 5 8 6%

* Add one q u a rt when 2 -q u a rt f ilte r is u se d .

C ra n k c a se c a p a c itie s a r e fo r n o rm al r e fill. Add oil as indi­

c a te d when oil f ilte r is d rain ed and elem ent changed. C ap a cities
given m ay be a p p ro x im a te . Keep lev el a s c lo se a s p o ssib le to
"F U L L ” m a rk w ithout o v e r-fillin g . Do not o p e ra te w ith lev el b e -
low "ADD” m ark .________________________________________________

TRANSMISSION CAPACITY CHART REAR AXLE CAPACITY CHART

MANUAL TRANSMISSION PINTS B EV EL PINTS
U.S. IM P. U.S. IMP
CH465 ............................................. ......8 6% H110 ................................................... 14 11%
NP435 ............................................. ......7 5% H135 ................................................... 20 16%
NP540 ............................................. 10 8% H150 ................................................... 20 16%
NP542 ............................................. 10 8% H170 ................................................... 19% 16%
CL282 ............................................. 12 10 17121 ................................................... 29 24%
CL285 ............................................. 12 10 18121 ................................................... 29 24%
CL325 ............................................. 14 11%
TW O-SPEED
CL327 ............................................. 14 11%
T150 ................................................... 18 15
SP5652 ............................................. 13 10%
T170 ................................................... 29% 24%
SP5752 ............................................. 13 10%
17221 ................................................... 29 24%
SP5756 ............................................. 13 10%
19201 ................................................... 34 28%
AUTOMATIC TRANSMISSION
TANDEM -BEVEL
MT40 ................................. ... . . . 18* 15
U.S. IM P.
AT540 ............................................. 18* 15 F ro n t R ear F ro n t R ear
♦ F ilte r change only. 30DSC . . . 30* 27 25* 22%
34DSC . . . 29* 32 24^* 26%
AUXILIARY TRANSMISSION
SP6041 .......................................... 8 6% * Add 2 p in ts a t fo rw a rd hole in top of d iffe re n tia l
SP7041 .......................................... 11 9% c a rrie r.

POWER STEERING CAPACITY CHART

NOTE: T h is is ap p ro x im ate quantity due to hose length and
c y lin d e r s iz e s on v a rio u s m odels- TT 0
U.S. IM P.
P o w e r S t e e r i n g ................................................... 8 P ts . 6% P ts .

CHEVROLET 40-40 TRUCK SERVICE MANUAL


LUBRICANT DESCRIPTION
ENGINE OIL
(SYMBOL “ E” ON CHARTS)
RECOMMENDATIONS
The oil in d u stry m a rk e ts v a rio u s t j ^ e s of en­
gine o il u n d e r c e rta in s e rv ic e d esig n ations and
sp e c ific a tio n n u m b e rs.
The se le c tio n of a r e lia b le su p p lie r, w ith clo se
a tte n tio n to h is o il and f ilte r elem en t change r e c ­
om m en d atio n s can p ro v id e s a tis fa c to ry lu b ric a tio n
and lo n g e r life fo r engine.
G aso lin e Engine and D ie se l
U se Only High Q uality O ils W hich A re:
(1) Intended fo r S e rv ic e D esig n atio ns "MS"
and "DM" (see N ote).
- or -
(2) P ro d u c ts p a s s in g v eh icle m a n u fa c tu re r's
te s ts (including G en eral M otors S tandard
GM 6042M).
NOTE: Supplem ent 1 engine o ils b a se d upon
now o b so leted M IL-L-2104A ) have been su p e rse d e d
by M IL -L -2104B engine o ils . H ow ever, Supplem ent
1 engine o ils (MS - DM) w ith a h isto ry of s a tis ­
fa c to ry p e rfo rm a n c e a r e a v a ila b le and m ay be u sed .
The follow ing ad d itiv e lim ita tio n s, w hich r e ­
q u ire em p h a sis, have been p la c e d on th e re c o m ­
m ended M IL -L -2104B and Supplem ent 1 o ils:
1. S ufficient zinc dithiophosphate to p roduce
a m inim um of 0.07 and a m axim um of 0.10 p e r
cen t zinc by w eight.
2. Sulfated a s h (ASTM D-874) of 1.00 p e r cent
m axim um by w eight, except lu b ric a n ts th at contain
only b a riu m d e te rg e n t-d is p e rs a n ts w h ere 1.50 p e r
cen t by w eight is allow ed.
T he u se of p r o p e r engine o ils and oil change
in te rv a ls a r e y o u r b e s t a s s u ra n c e of continued r e ­
lia b ility and p e rfo rm a n c e of engine.
IMPORTANT: N o n -d e te rg e n t and o th e r low er
q u ality engine o ils a r e sp e c ific a lly not re c o m ­
m ended.
B re a k -in O ils and A dditives
The r e g u la r u se of su p p le m e n ta l ad d itiv es is
sp e c ific a lly not rec o m m e n d e d and w ill in c re a s e
o p e ra tin g c o s ts . H ow ever, in c a s e s of sp e cific
p ro b le m s w hich m ay a r is e u n d e r c e rta in condi­
tio n s, additive su p p le m e n ts a r e av ailab le th at can
effectiv ely and eco n o m ically so lv e th e se p ro b le m s
w ithout cau sin g o th e r d iffic u ltie s. F o r exam ple,
if h ig h e r d e te rg e n c y is r e q u ire d to red u ce v a rn ish
and sludge d e p o sits re s u ltin g fro m som e unusual
o p e ra tio n a l difficulty, a th oroughly te s te d and ap­
p ro v e d c o n c e n tra te —“ Engine O il S upplem ent” —
is a v a ila b le .
Sec. 0-9
LUBRICATION
NOTE: R e fe r to fig u re 4 fo r E ngines and
A c c e s s o rie s L u b ric atio n C h art.
VISCOSITIES
A tm o sp h e ric te m p e ra tu re s and se v e rity of
s e rv ic e d e te rm in e the v isc o sity g ra d e of engine oil
to u se . V isco sity n u m b ers co n stitu te a c la s s if ic a ­
tio n of lu b ric a n ts in te r m s of v isc o sity o r fluidity,
but w ith no re fe re n c e to any o th e r c h a r a c te r is tic s
o r p ro p e r tie s .
G asoline E ngines
As a guide to the se le c tio n of the p ro p e r g ra d e
o r v isc o sity of oil to be u se d in gaso lin e engines a t
v a rio u s a tm o sp h e ric te m p e ra tu re s , r e f e r to " V is­
co sity C h a rt" (fig. 5).
The p ro p e r v isc o sity helps a s s u r e good cold
and hot s ta rtin g by red ucing fric tio n and thus in ­
c re a s in g cran k in g speed.
S .A .E . 5W and 5W-20 o ils a r e not re co m m en d ­
ed fo r su sta in e d high sp ee d d riving.
S.A .E . 30 o ils m ay be u se d a t te m p e ra tu re s
above 40° F.
OIL CHANGE INTERVALS
It is recom m ended th a t new engines should
have the f i r s t oil change a t 3,000 m ile s . H ow ever,
the oil le v el should be checked m o re freq u en tly
during the b re a k -in p e rio d sin ce som ew hat h ig h er
o il consum ption is n o rm a l until p isto n rin g s b e ­
com e se a te d .
The d ra in in te rv a l may then be in c re a s e d o r
d e c re a se d , depending upon e x p erien ce w ith sp ec ific
o ils o r the reco m m en d atio n s and u se d oil a n a ly se s
a s fu rn ish e d by the su p p lie r. Such a p ro c e d u re
would be helpful in estab lish in g the m ost p r a c tic a l
o il change p e rio d fo r the p a rtic u la r s e rv ic e .
The kind of oil u se d (M IL -L -2104B , GM6042M,
e tc .), the efficiency of the filte rin g sy ste m and
condition of engine m ust be co n sid ere d in d e te r­
m ining when to change oil.
The m ost s a tis fa c to ry m ethod fo r d e term in in g
when to change lu b ric a tin g oil is by oil a n a ly sis
usin g la b o ra to ry te s ts .
NOTE: Sam ple of the engine oil can be obtained
fro m the d ra in plug on the engine oil f ilte r.
A fter s e v e ra l te s t p e rio d s (gallons fuel con­
sum ed, m ile s, h o u rs, w eeks, etc.), a tim e in te rv a l
fo r oil change can be esta b lish ed . H ow ever, a new
s e r ie s of te s ts should be run if f ilte r s , oil b ra n d s,
o r g ra d e s a r e changed.
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 0-10
LUBRICATION
The d rain in te rv a l m ay then be in c re a s e d o r
d e c re a s e d , depending upon e x p erien ce w ith sp e c ific
o ils o r the reco m m en d atio n s and u sed oil a n a ly sis
a s fu rn ish e d by th e s u p p lie r. Such a p ro c e d u re
would be helpful in e sta b lish in g the m ost p ra c tic a l
oil change p e rio d fo r the p a r tic u la r s e rv ic e .
Wide v a ria tio n s in d iffe re n t types and b ra n d s
of lu b ric a tin g oil m ake it p ro fita b le to con tact the
o il su p p lie r to a s s is t in th e developm ent of the oil
change p e rio d .
NOTE: F ilte r ele m e n t o r ele m e n ts should be
changed at each oil change a s d ire c te d in GASO­
LINE ENGINES (SEC. 6A) in th is m anual.
MULTI-PURPOSE GEAR OIL
(SYMBOL “ MPO” ON CHART)
M u lti-P u rp o se G e a r O il, m eeting U.S. A rm y
O rdnance S p ecificatio n s M IL -L -2105 of la te s t issu e
a n d /o r A .P .I. G L -5 and in d icated by the Sym bol
"M PO ” on c h a rts , m ust s a tis fa c to rily lu b ric a te
heavy duty tru c k hypoid o r b evel a x le s, and tr a n s ­
m issio n s , u nder m axim um to rq u e and sp eed condi­
tio n s. It m ust pro v id e n e c e s s a ry and su ita b le lo ad-
c a rry in g c h a r a c te r is tic s to p re v e n t s c o rin g and
w e a r, good sta b ility in s to ra g e and s e r v ic e , and
give good re s is ta n c e to c o rro s io n . S u p p liers should
a s s u r e th e se c h a r a c te r is tic s , and be re sp o n sib le
fo r the quality and s a tis fa c to ry p e rfo rm a n c e of
th e ir p ro d u c ts.
VISCOSITIES
Rockw ell A xles
In Rockw ell a x le s , S.A .E . 140 should be u sed
th e y e a r around except in c a s e s of e x tre m e ly low
te m p e r a tu r e s . If tru c k s a r e p a rk e d in te m p e ra tu re s
below +20 F ., o r o p e ra te d in te m p e ra tu re s con­
sis te n tly below 0 ° F ., it is ad v isab le to u se S.A .E.
90.
O th er U nits (Axles and T ra n sm is s io n s )
S.A .E . 90 may be u se d the y e a r around. If
tru c k is o p e ra te d in te m p e ra tu re s co n siste n tly
below 0 F ., u se S.A .E . 80. If the tru c k is o p e ra te d
in c o n siste n tly high te m p e ra tu re s (over 100°F.),
S.A .E . 140 m ay be u se d .
Figure 5 —Engine Viscosity Charts
NOTE: R efer to L u b ricatio n C h a rts (figs. 1
o r 2) fo r axle o r tra n s m is s io n using M u lti-P u rp o se
G e a r O il. A lso, r e f e r to "REAR AXLE AND CON­
TRO LS" (SEC. 4A) fo r ax le, and TRANSMISSIONS
AND CLUTCHES (SEC. 7) fo r tra n s m is s io n m ain ­
ten an ce p ro c e d u re s.
GEAR OIL
(SYMBOL “ G O ” ON CHARTS)
Type of lu b ric a n t in d icated by the sym bol
"GO" on c h a rts m ust be s tra ig h t m in e ral g e a r oil
of the b e s t quality. O xidation in h ib ito rs o r a n ti­
foam ag ents may be added to th e se o ils to gain
g r e a te r sta b ility and re s is ta n c e to thickening.
U se S.A .E . 90 above 1 0 °F ., o r S.A .E. 80 b e­
low +10°F.
NOTE: R e fe r to L u b rica tio n C h a rts (fig. 1 o r
2) fo r tra n s m is s io n s using g e a r o il. A lso, re fe r
to "TRANSMISSIONON-VEHICLE SERVICE O PE R ­
ATIONS" (SEC. 7B) fo r tra n s m is s io n m aintenance
p ro c e d u re s .
LUBRICATING O IL-SP EC IA L
(SYMBOL “ ES” ON CHARTS)
O ils such a s "A viation G rade Engine O il" o r
S.A .E . 50 Heavy Duty engine o ils may be u sed . U se
of S.A .E. 30 is recom m ended when te m p e ra tu re
fa lls below 0 °F .
NOTE: R efer to L u b ricatio n C h a rts (fig. 1 o r
2) fo r tra n s m is s io n usin g sp ec ial lu b ric a tin g oil.
A lso, r e f e r to "TRANSMISSION ON-VEHICLE
SERVICE OPERATIONS" (SEC. 7B) fo r tr a n s m is ­
sion p ro c e d u re s .
MULTI-PURPOSE GREASE
(SYM BOL "M PG” ON CHARTS)
The lu b ric a n t in d icated by the sym bol "M PG"
on c h a rts , should be a high te m p e ra tu re , good
quality lith iu m soap, m u lti-p u rp o se , e x tr e m e p r e s -
s u re g re a s e , w hich m ee ts GM S pecification GM
6031M.
LUBRICATING CHASSIS
(R efer to F ig u re s 1 and 2)
A ll lu b ric atio n fittin g s m ust be clean b efo re
applying lu b ric a n t. A lso, alw ays be s u re equipm ent
u se d in applying lu b ric a n t is clean. E v ery p re c a u ­
tion should be taken to p re v e n t en try of d irt, g rit,
lin t, o r o th e r foreign m a tte r into lu b ric a n t con­
ta in e r s .
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 0-11

LUBRICATION

NOTE: F ittin g s th a t have becom e broken, o r DISTRIBUTOR BREAKER CAM

dam aged, should alw ays be re p la c e d w ith new p a rt, At recom m ended in te rv a ls , apply a sm a ll
and can be rem o v ed w ith a w ren ch o r su ita b le ex­ am ount of p e tro le u m jelly on d is trib u to r b re a k e r
tra c tin g tool. A lso, r e f e r to "P R O P E L L E R SHAFTS" cam . Do not u se an e x cessiv e am ount.
(SEC. 4D) fo r packing of c e n te r b e a rin g s.

W HEEL BEARINGS
A ll w heel b e a rin g s (except oil lu b ric a te d type) REFRIGERANT MACHINE OIL
re q u ire high te m p e ra tu re g r e a s e . In stru c tio n s fo r (SYMBOL “ S7 ” ON CHARTS)
clean in g , packing and the a d ju stm en t of w heel b e a r ­
ings w ill be found in "FRONT HUBS AND BEAR­
R e frig e ra tio n m achine oil is a highly refin e d
INGS” (SEC. 3D) of th is m anual.
stra ig h t m in e ra l p etro leu m oil.

R e fer to "REAR AXLE AND CONTROLS" (SEC.

4A) of th is m anual fo r application p ro c e d u re .
STEERING GEAR LUBRICANT
(SYMBOL “ SG” ON CHARTS)
HYDRAULIC BRAKE FLUID
The lu b ric a n t in d icated by the sym bol "SG" (SYMBOL “ SI 2 ” ON CHARTS)
is a sp e c ia l s te e rin g g e a r lu b ric a n t, No. 0 g rad e
w ith low cold te s t c h a r a c te r is tic s and e x tre m e The fluid in d icated by the sym bol "S12" m ust
p r e s s u r e p ro p e rtie s m eeting GM 4673M sp e c ific a ­ be genuine heavy duty b ra k e fluid m eeting the
tio n . T his type of lu b ric a n t is m a rk e te d by many heavy duty s ta n d a rd s of S.A .E. J-1 7 0 3 (fo rm e rly
o il co m p an ies. S.A .E . 70R3).
M u lti-P u rp o se G e a r O il "M PO " p rev io u sly
d e sc rib e d , m ay be u se d to re p le n ish s te e rin g g e a r NOTE: R efe r to "HYDRAULIC BRAKES" (SEC.
housing when ad d itio n al lu b ric a n t is re q u ire d ; 5A) of th is m anual fo r m aintenance p ro c e d u re s on
h ow ever, lu b ric a n t d e s c rib e d a s "SG" m ust be used hy d rau lic b ra k e s , and "CLUTCHES" (SEC. 7D) on
a s in itia l fill a fte r o v erh au l, o r in a new g e a r. hy d rau lic clutch m aintenance.
At sp ecified in te rv a ls , rem o v e f ille r plug in
housing and add lu b ric a n t to b rin g level up to fille r SPECIAL GREASE
plug opening. Do not o v e rfill housing. (SYMBOL “ SI 7 ” ON CHARTS)
When h a rd s te e rin g is enco u n tered a s a re s u lt
A se m i-flu id g re a s e having e x tre m e p r e s s u r e
of cold w e a th e r, the ste e rin g sy s te m should be lu ­
p ro p e rtie s and containing zinc oxide.
b ric a te d a s follow s:
At r e g u la r lu b ric a tio n in te rv a ls, o r w henever
U se s te e rin g g e a r lu b ric a n t (Symbol "SG") o r
a c c e ssib le during r e p a ir s o r o v erh au l, apply lub­
M u lti-P u rp o s e G re a s e (N .L .G .I. #0) to lu b ric a te
a ll s te e rin g linkage such a s ste e rin g k nuckles, tie ric a n t sp a rin g ly to the following ite m s and a re a s :
ro d ends, d rag lin k ends, and (if used) pow er s te e r ­ D oor S trik e r P la te s
ing b o o s te r cy lin d e r ends. D oor C hecks and Trunnions
NOTE: R e fe r to STEERING GEAR (SEC. 9), D oor Lock R em ote C ontrol Link
Cowl V en tila to r Linkage
fo r m ain ten an ce p ro c e d u re s .
D oor S trik e r B olts
D oor Lock P lu n g er
S peedom eter C able
PETROLEUM JELLY Seat A d ju ste r Slides
D oor L ock M echanism
(SYMBOL “ S3” ON CHARTS) D oor Dove T a ils
Window R eg u lato r Channels
The type lu b ric a n t in d icated by the sym bol Window R eg u lato rs
"S3" is p e tro le u m jelly o r p e tro la tu m . Hood H inges and L atch
T ilt Cab Guide P in and R e lea se M echanism
BATTERY TERMINALS
To p re v e n t c o rro s io n , rem o v e c a b le s, clean In addition to ite m s ju st m entioned, w hich a re
te r m in a ls on cable and b a tte ry , and r e in s ta ll c ab les lu b ric a te d p e rio d ic a lly , many o th e r u n its u se th is
to b a tte ry te r m in a ls . T ighten c ab les s e c u re ly , lu b ric a n t at tim e of asse m b ly a fte r o v erh au l, as
then apply p e tro le u m jelly (except ST b a tte rie s ). ind icated in v a rio u s se c tio n s of th is m anual.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 0-12
LUBRICATION
AUTOMATIC TRANSMISSION FLUID
(SYMBOL “ S I 9 ” ON CHARTS)
G en eral M otors D e x ro n ® A utom atic T r a n s ­
m issio n F luid, P a r t N um b er 1050568-69-70 which
h as been e sp e c ia lly fo rm u la te d and te s te d fo r u se
in au to m atic tra n s m is s io n is reco m m en d ed fo r
u se in pow er s te e rin g . O th e r A utom atic T r a n s m is ­
sion F lu id s id e n tifie d w ith the m a rk DEXRON®
a r e also reco m m en d ed . DO NOT USE ANY OTHER
FLUID.
POWER STEERING
R e fe r to "POW ER STEERING" (SEC. 9B) of
th is m anual fo r s e rv ic in g and m aintenance of pow er
s te e rin g .
AUTOMATIC TRANSMISSION
R e fe r to "TRANSMISSION ON-VEHICLE
SERV ICE” (SEC. 7B) of th is m anual fo r se rv ic in g
and m ainten an ce of au to m atic tra n s m is s io n .
HIGH TEMPERATURE GREASE (SPECIAL)
(SYMBOL “ S27” ON CHARTS)
The High T e m p e ra tu re G re a s e in d icated by
the Symbol ”S27” on c h a r ts should be a sh o rt fib e r,
The u se of p r o p e r engine o ils and oil change
in te rv a ls a r e y o u r b e s t a s s u ra n c e of continued r e lia ­
b ility and p e rfo rm a n c e fro m your C h ev ro let engine.
non-fluid, sodium soap g re a s e having a high m e lt­
ing point (500 F.) and a #3 N .L .G .I. co n sisten cy .
The following p oints re q u ire u se of high te m p ­
e r a tu r e g re a s e a t a sse m b ly . M ethods of applying
g re a s e to th e se p oints a r e co v e re d in applicable
se c tio n s of th is m anual.
C lutch P ilo t B earin g
C lutch R e le ase B e a rin g C o lla r
C lutch Shift F o rk B all Stud
S teerin g Colum n U pper B earin g
HIGH TEMPERATURE GREASE (SPECIAL)
(SYMBOL “ S28” ON CHARTS)
The lu b ric a n t ind icated by the sym bol "S28"
m u st be a w a te r-p ro o f, non-soap, sm ooth fib e r
g re a s e having a #1 N .L .G .I. stab le c o n sisten cy ,
and m ust w ithstand extended high te m p e r a tu r e s .
STOPMASTER BRAKE UNIT
At tim e of a sse m b ly a fte r overhaul apply
above lu b ric a n t to a r e a s ind icated in "AIRBRAKES"
(SEC. 5B) of th is m anual.
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 SECTION 1

G obi, tJleatLna, an d Ain, Go-ndUtio-niacj,

C ontents of th is se ctio n a r e lis te d in Index below:
S ection P age No. Section P ag e No.
1A G e n e ra l Cab M aintenance 1C S teel T ilt Cab (Includes H eating
(All C a b s ) ................... . . . 1 S y s t e m ) ................................................. 37
IB C onventional Cab (Includes ID Body M o u n tin g s ...................................... 55
H eating S y s te m )............... . . . 18 IE A ir C o n d itio n in g ...................................... 59
A ll illu s tr a tio n s a r e n u m b ered co n secu tiv ely w ithin each su b -se c tio n .
In fo rm atio n on s h e e t m e ta l and fib e r g la s s com ponents as u se d w ith Conven­
tio n a l Cab is d e s c rib e d in SHEET M ETAL (SEC. 11) of th is m anual. D e sc rip tio n
of each type cab is ex p lain ed in re s p e c tiv e cab se ctio n .
M aintenance in fo rm atio n on su b je c ts com m on to a ll c a b s, such as painting,
checking fo r w a te r and dust le a k s, c o rre c tin g cab alignm ent, w indshield w ip e rs,
and re p la c e m e n t of w indshield g la s s is co v e re d in the "GENERAL CAB MAINTEN­
ANCE” se c tio n follow ing. F o r a ll o th e r info rm atio n , r e f e r to re sp e c tiv e cab se ctio n .
F o r in fo rm atio n p e rta in in g to cab w iring and dash g auges, r e f e r to CHASSIS
ELECTRICA L AND INSTRUMENTS (SEC. 12) of th is m anual.

SECTION 1A
Q & n e 'ia i G a b M a in t e n a n c e .
NOTE: T h is se c tio n in clu d es g e n e ra l m aintenance in fo rm atio n on su b jec ts
w hich a r e com m on to a ll c a b s. S ubjects a r e liste d in Index below:

Subject P ag e No. Subject P ag e No.

G e n e r a l ........................................................................1A-1 Dinging and F in is h in g ............................................. 1A-3
Key I n f o r m a tio n ................................................. ... . 1A-1
E x te r io r M a in te n a n c e ......................................... ... 1A-2
I n te r io r M a i n te n a n c e ............................................. 1A-2
D u st and W a te r L e a k s ............................................. 1A-3
Cab A lig n m e n t............................................................ 1A-3
S traig h ten in g ................................................................ 1A-3
NOTE: R e fe r to re sp e c tiv e CAB sectio n fo r a ll o th e r inform ation.
GENERAL
All cab a s s e m b lie s fo r m odels c o v ered by th is
m anual a r e of w elded s te e l c o n stru ctio n . Heavy
b o x -ty p e cab fra m in g is u se d to fo rm a s t r e s s -
r e s is ta n t foundation to fo rtify cab a g ain st tw isting
and flexing.
P rin c ip le s te e l p a n e ls a r e la p -jo in te d and
w elded fo r m axim um se alin g and s tru c tu ra l stre n g th
F u rth e r rig id ity is achieved by stra te g ic a lly lo cated
re in fo rc e m e n t b ra c e s and b ra c k e ts . Sturdy s te e l
door fra m e s s e rv e a s u p rig h t s tru c tu ra l m e m b e rs
fo r rig id cab sid e su pp ort to a s s u r e p ro p e r door
fit. Heavy duty hinges a s s u r e s a g - r e s is ta n t do ors
w hile doors a r e of double-panel co n stru ctio n fo r
e x tra stre n g th . P r im a r y sh e e t m etal p an els have
sta m p e d d e p re ssio n s to m inim ize cab drum m ing
and v ib ratio n . Sheet m etal com ponents re c e iv e
s e v e ra l p ro te c tiv e fin ish e s to p rov id e am ple r e ­
s is ta n c e to r u s t and c o rro sio n .
P a i n t i n g ........................................................................1A-3
W indshield G la ss R e p la c e m e n t.......................... 1A-4
R e a r Window R e p l a c e m e n t ..................................1A-7
Lap B elt M a in te n a n c e ............................................. 1A-7
W indshield W i p e r s ................................................. 1A-8
F lex ib le m ounts cushion cab a ssem b ly a g ain st
shock and p ro te c t cab p an els fro m s t r e s s and
s tr a in . P e rio d ic in sp ectio n s a r e reco m m end ed to
e n su re th at a ll cab m ounting b olts and sh e e t m etal
s c re w s a r e p ro p e rly tightened.
R efer to LUBRICATION (SEC. 0) in th is m an­
ual fo r inform ation re g a rd in g lu b ric a tio n of cab
com ponents such a s door hinges and door lock
m ech an ism . In form ation on sh eet m etal com pon­
ents u sed w ith conventional cab is d e sc rib e d in
SHEET METAL (SEC. 11) of th is m anual.
KEY INFORMATION
All m odels have lock c y lin d e rs in co rp o ratin g
coded keyw ays and k ey s. The code le tte r is lo cated
on key shank and the code num ber is stam ped on the
knock-out p o rtio n of the key head. T hese n u m b ers
identify the lo ck s in which the keys a r e u sed and
a r e re q u ire d when o rd e rin g o r making new keys.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 1A-2

GENERAL MAINTENANCE

N otch depth in fo rm atio n on c u rre n t p ro d u ctio n d e te rg e n t. W ork up thin suds on a p ie c e of c h e e se ­

keys w ill be p ro v id ed upon re q u e s t through the
m a n u fa c tu re r of y o u r key cutting equipm ent o r h is
lo ck sm ith a ss o c ia tio n . A lso, he w ill be ab le to
fu rn ish a c o n v ersio n p ack ag e fo r y o u r c u tte r, if
re q u ire d , fo r grin d in g new k ey s.
EXTERIOR MAINTENANCE
E n tire v eh icle should be re g u la rly in sp e c te d
fo r condition of p a in t and fo r c o rro s io n dam age,
w ith p a r tic u la r atten tio n given to c h ro m e . In sp e c ­
tio n should be m ade m o re freq u en tly in fre e z in g
w e a th e r due to the c o rro s iv e effect of ro a d de-
icing m a te ria ls (sa lt, c a lc iu m ch lo rid e , etc.) on
m e ta l. If in sp ectio n d is c lo s e s any evid en ces of c o r ­
ro sio n , p ain t f a ilu re , o r b a re m etal, c o rre c tiv e
m e a s u re s a s o u tlined u n d e r ’’P ain tin g ” ( la te r in
th is section) should be im m ed iately em ployed.
Body p ain ted s u rfa c e s and ch ro m e p latin g
should be p ro te c te d by a coating of wax, applied
a t re g u la r in te rv a ls . P e rio d s betw een ap p licatio n s
should be su fficien tly s h o rt to a s s u r e continuous
p ro te c tio n of th e fin ish ; 30 days a f te r d e liv e ry , and
a t le a s t once a y e a r th e r e a f te r . Any good body wax
can be u se d fo r both p a in te d and ch ro m e s u rfa c e s .
Wax should be applied im m ed iately a f te r veh icle
has been clean ed .
NOTE: C alcium c h lo rid e and o th e r s a lts , ro ad
ta r , e x c re tio n fro m in s e c ts (" tre e s a p ”), c h e m ic a ls
fro m fa c to ry chim neys and o th e r fo reig n m a tte r
m ay p e rm a n e n tly dam age p ain t and c h ro m e . F r e ­
quent, re g u la r w ashing and a thorough cleaning
a f te r ex p o su re is reco m m en d ed to p re v e n t dam age
by th e se su b sta n c e s. U se e ith e r cold o r lu k ew arm
w a te r. N ev er w ash v eh icle in d ire c t ra y s of the sun
and alw ays w ait u n til p a in te d s u rfa c e s have cooled.
INTERIOR MAINTENANCE
C a re of the u p h o lste ry is a re la tiv e ly sim p le
but im p o rta n t m a tte r. A ccum ulation of d ir t on the
s u rfa c e eventually tu rn s into a h a rd , g ritty , su b ­
sta n c e w hich cu ts into the s u rfa c e of the u p h o lste ry .
VINYL COATED CLOTH
To clean th e s e a ts , u se luk ew arm , not hot o r
cold w a te r, and any m ild soap o r liquid household
cloth and ru b u p h o lste ry b ris k ly . R em ove suds with
a damp ch eeseclo th , using no soap, and fin ish by
wiping lightly w ith a dry soft cloth. Do not u se
fu rn itu re p o lish e s, o ils, v a rn is h e s , o r am m onia.
A s re q u ire d , stu b b o rn s ta in s may be rem o v ed w ith
com m on foam ing-type u p h o lste ry c le a n e r p re p a re d
fo r u se on vinyl cloth.
WOVEN NYLON FABRIC
1. C arefu lly b ru sh a ll lo o se p a r tic le s of d irt
and so il.
2. Im m e rse sm a ll cloth in solvent type cle an ­
ing solution, w ring out thoroughly, open cloth and
allow m edium evaporation.
IM PORTANT: Use only solvent clean­
ing solutions prepared specifically for
use on nylon fabrics. DO NOT USE gaso­
line, bleaches, reducing agents, acetone,
lacquer thinners, enamel reducers, nail
polish remover, or cleaning solvents which
contain dyes or caustic agents. Use of these
solvents tends to weaken and change the
color of the fabric.
3. P la c e cloth on so ile d spot and b lo t the a r e a
gently - DO NOT RUB. T his w ill pick up p a r tic le s
w hich a r e too em bedded to be rem oved in th e b ru s h ­
ing o p e ra tio n . R epeat th is o p eratio n s e v e ra l tim e s
- in each in sta n c e using a clean a r e a of cloth.
IMPORTANT: DO NOT u se too m uch cleaning
fluid; som e in te r io r tr im a s se m b lie s a r e padded
w ith ru b b e r and solvent c le a n e rs a r e g en e rally
so lv e n ts fo r ru b b e r. The app licatio n of too much
c le a n e r m ay d e stro y th e se ru b b e r p ad s o r cau se
the ru b b e r its e lf to p e n e tra te the u p h o lstery fa b ric
and so il a p p e ara n ce .
4. Im m e rse second cloth, w ring out, and allow
ev aporation u n til b a re ly dam p, then apply to both
the so ile d and the a r e a su rro u n d in g sa m e , using a
lig h t sw abbing m otion.
5. R epeat b ru sh in g op eratio n .
6. If a cleaning rin g should fo rm , the e n tire

PRECAUTIONS FOR CLEANING FABRICS

1. DO NOT u s e a s a cleaning solv en t, any gaso lin e w hich is co lo re d o r which con­
ta in s te tra e th y l lead.
2. DO NOT u se so lv en ts su ch a s acetone, la c q u e r th in n e rs, enam el re d u c e rs o r
nail p o lish re m o v e r, a s a cleaning solvent.
3. DO NOT u se laundry so a p s, b le a c h e s, o r red ucing ag en ts, such a s the following:
C hlo rid e of lim e , jav elle w a te r hydrogen p e ro x id e , sodium h y d rosulphate, p o ta s ­
siu m p e rm a n g a n a te, ch lo rin e o r sh lo rin e w a te r, su lphurous a cid (sulphur diodide),
soidum th io su lp h ate (p h o to g ra p h e rs' hypo). The u se of th e se ag en ts ten d s to
w eaken fa b ric and to change its c o lo r.
4. DO NOT u se too m uch cleaning fluid; som e in te r io r tr im a sse m b lie s a r e padded
w ith ru b b e r and solvent c le a n e rs a r e g en e ra lly so lv en ts fo r ru b b e r. The ap p li-
cation of too m uch c le a n e r m ay d e stro y th e se ru b b e r pads o r leave a so lvent rin g .

CHEVROLET 40-60 TRUCK SERVICE MANUAL


a r e a of the a sse m b ly w hich is being cleaned should
be thoroughly b ru sh e d and gone o v e r lightly with
th e so lv en t.
FLOOR AND SIDE PANELS
F lo o r should be c le a re d of d e b ris by sw eeping
o r vacuum ing. U sing m ild soap and w a te r s p a rin g ­
ly, sponge clean sid e p a n e ls and flo o r. R epeat c le a n ­
ing o p e ra tio n w ith clean dam p sponge o r tow el to
rem o v e soap film and allow to d ry thoroughly.
P r e s s u r e sp ra y cleaning and u se of stro n g
s o lv e n ts a r e not reco m m en d ed sin ce dam age to
in te r io r fin ish e s and u p h o lste ry could r e s u lt.
DUST AND WATER LEAKS
T e s t w indshield, w indows, and cab u n d e rflo o r­
ing fo r le a k s by sp ra y in g w a te r u n d er p r e s s u r e
a g a in st cab w hile a s s is ta n t in sid e cab m a rk s po in ts
of leak ag e, if any ex ist.
If lo catio n of le a k h as been d e te rm in e d to be
aro u n d g la s s , d ry s u rfa c e and apply ru b b e r c em ent.
Apply cem ent to o u tsid e, both betw een g la ss and
w e a th e rs trip and betw een w e a th e rs trip and body.
A quick m ethod fo r lo catin g m any a ir and w a te r
le a k s at w indshield, b ack g la s s , bolt holes, w e a th e r-
strip p in g and jo in ts is a s follow s:
C lo se a ll windows and v e n ts, tu rn a ir condi­
tioning o r h e a te r b lo w er m o to r to high p o sitio n and
o u tsid e a i r and c lo se d o o rs . Run w a te r o v e r s u s ­
p e c te d leak a r e a in a sm a ll co n tro llab le s tr e a m
and o b se rv e a r e a fo r p r e s s u r e bubbles.
To d e te rm in e th e ex act location of lea k at
flo o rin g o r cowl, re m o v e flo o r m at and dash panel
p ad . W a te r w hich show s up at a c e rta in p la c e in ­
s id e cab m ay actu ally be e n te rin g at a point o th e r
than w h ere w a te r is found. B a c k -tra c k p ath of
w a te r to point of e n try . Apply body se a lin g com ­
pound o v e r a ll le a k p o in ts. If leakage o c c u rs at
d oor opening, check w e a th e rs trip . Seal w ith ru b b e r
c em en t o r re p la c e if n e c e s s a ry . If door does not
firm ly co n tact w e a th e rs trip , align door a s d e s ­
c rib e d in a p p licab le CAB se c tio n .
CAB ALIGNMENT
Since cab is an in te g ra lly w elded s tr u c tu r e ,
r e p a ir should be a tte m p te d only by com petent
c ra fts m a n u sin g p ro p e r to o ls and equipm ent. F o r
b e s t r e s u lts , only genuine fa c to ry p a r ts should be
u se d fo r re p la c e m e n t. A s w ork p r o g r e s s e s , c r o s s ­
checking w ith an a d ju sta b le tr a m b a r is re c o m ­
m ended fo r obtaining p ro p e r alig n m en t.
STRAIGHTENING
B e fo re attem p tin g r e p a ir of a dam aged cab,
the c h a s s is fra m e m u st be checked and aligned a s
d e s c rib e d in FRAME (SEC. 2). To s tra ig h te n the
Sec. 1A-3
GENERAL MAINTENANCE
f ra m e , it may be n e c e s s a ry to rem o v e cab.
N ev e r a ttem p t to stra ig h te n cab u n le ss cab is
firm ly a ttac h ed to c h a s s is . The in n er paneling of
cab should be stra ig h te n e d f ir s t. U se of a p u sh -
pull hy d rau lic jack, to g e th er w ith extension and
a d a p te rs is recom m ended fo r th is type of re p a ir .
A fter stra ig h te n in g , it is im p o rtan t th at s tr a in s
s e t up in cab fram in g be re lie v e d o r "n o rm a liz e d ."
N o rm alizin g c o n sists of heating a r e a s of g re a te s t
s t r e s s w ith a to rc h . Holding to rc h nozzle about 2
in ch es fro m m e tal, move to rc h o v er an a r e a of
3 to 4 in ches un til the m eta l b a re ly begins to tu rn
re d . Cooling m ust be slow to avoid changing c h a r ­
a c te r is tic s of the m eta l. Apply slig h t heat w ith a
to rc h , if n e c e s s a ry , to r e ta r d cooling.
DINGING AND FINISHING
P a in t is quickly scuffed off sh arp dents leaving
m etal exposed to ru stin g and co rro sio n ; th e re fo re ,
dam aged p an els should be re p a ire d a s soon a s
p o ssib le . P r o p e r m etal finishing is re q u ire d to
a s s u r e a sm ooth s u rfa c e . A pplication of h am m e r
d ire c tly to pan el tends to s tr e tc h the m etal and
ca u se a g re a t deal of u n n e c e ssa ry w ork. W henever
p o ssib le , a spoon should be u se d u n d er the h a m m er
when bum ping a p a n el. R e p a ir dam aged p a n e ls by
fo rc in g o utw ard in d ire c tio n opposite to fo rc e
w hich cau sed dam age. In th is way m etal s tr a in s ,
s e t up when dam age o c c u rre d , a r e re lie v e d .
PAINTING
REPAINTING
1. T horough cleaning is e s s e n tia l. A ll c o r r o ­
sion p ro d u c ts, g r e a s e , and o th e r fo reign m a tte r
m ust be rem o v ed . U se of pho sp h o ric b a se m etal
c o n d itio n e rs, such a s "M etalp rep " (N eilson C hem ­
ic a l Co.) o r "D ioxidine" (A m erican C hem ical P a in t
Co.) o r equivalent is recom m ended in p re p a rin g
s te e l fo r p ain tin g . T h ese m a te ria ls v ary in m ethod
of app licatio n and u se , and should be em ployed only
a s d ire c te d by the m a n u fa c tu rer. Solvent cleaning,
p r e s s u r e ste a m cleaning, w ire b ru sh in g , and hand
sanding m ethods a r e recom m ended.
2. C om pletely rem o v e old pain t by u se of
o rg an ic o r alk alin e so lv en ts. H ow ever, if alk alin e
re m o v e rs a r e u sed , a ll tr a c e s of a lk a li m ust be
w ashed off b efo re p r im e r is applied. If old p r im e r
is v e ry difficult to rem o v e, and if th e re is no e v i­
dence of m etal c o rro s io n , old p r im e r may be left
on, but a ll lo o se pain t m ust be rem oved.
3. Apply p r im e r , p re fe ra b ly by sp ray in g , and
allow to d ry . U se a good oxide p r im e r obtained
fro m a rep u ta b le m a n u fa c tu rer.
4. Apply fin ish coats:
a. F o r u n d e rs tru c tu re o r o th er p a r ts not r e ­
q u iring c o lo r, apply two c o ats of a good a ir-d ry in g
b lack o r o th e r autom otive la c q u e r.
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 1A-4

GENERAL MAINTENANCE

b. To exposed body p a r ts , apply s u r f a c e r and 2. Do not tr y to rem o v e re v e a l m oulding w hile

p ain t in a c c o rd a n ce w ith sta n d a rd p ra c tic e . w indshield is in body opening. R em ove fro m c u s ­
to m w e a th e rs trip re te n tio n groove (fig. 1) a fte r
PAINTING NEW PARTS
w indshield rem o v al fro m body opening.
New re p la c e m e n t p a r ts should be thoroughly
3. To fre e w indshield ru b b e r channel of w ea­
clean ed and p ain ted , a s outlin ed p re v io u sly u n d er
th e r s tr ip loosen the lip of the w indshield w e a th e r­
"R ep ain tin g ,” a fte r in s ta lla tio n in v e h ic le . In ad d i­
s trip fro m the pinchw eld flange along the top and
tio n , hidden s u rfa c e s of p a n e ls should be clean ed
a t the sid e s by applying p r e s s u r e w ith palm of the
and coated w ith one heavy coat of sh e e t m etal
hand to the edge of the g la s s . At the sa m e tim e
d ead en e r.
a s s is t the lip of the ru b b e r w e a th e rs trip channel
WINDSHIELD GLASS REPLACEMENT o v e r the pinchw eld flange w ith a fla t-b la d e d tool
su ch a s a tongue d e p re s s o r, o r shaped blade (fig. 2).
CONVENTIONAL CAB MODELS
Checking W indshield Opening
The w indshield is a o n e -p ie c e type and is r e ­
Due to the expanse and contour of the wind­
ta in e d in the w in d sh ield opening by a m olded ru b ­
sh ie ld it is im p e ra tiv e in the event of a s tr a in
b e r w e a th e rs trip . T h is w e a th e rs trip is s e a le d in
b re a k th at the w indshield opening be thoroughly
the w indshield opening and s e a le d to th e w indshield
checked b e fo re in sta llin g a re p la c e m e n t w indshield.
g la s s .
T he re p la c e m e n t g la ss is u se d a s a te m p la te .
When re p la c in g a c ra c k e d w indshield g la s s,
it is im p o rta n t th a t th e c a u se of the g la ss b re a k a g e
1. Check fo r the follow ing conditions a t the
be d e te rm in e d and th e condition c o rre c te d b e fo re
p re v io u s m a rk ed point of fra c tu r e .
a new g la s s is in s ta lle d . O th erw ise, it is highly
a. Chipped edges of g la s s .
p o ssib le th a t a sm a ll o b stru c tio n o r high sp o t so m e ­
b. I r r e g u la r itie s in body opening.
w h ere aro u n d th e w in d sh ield opening w ill continue
c. Ir r e g u la r itie s in ru b b e r channel w e a th e r­
to c ra c k o r b re a k th e new ly in sta lle d w indshield;
s tr ip .
e sp e c ia lly when the s tr a in on the g la s s c a u se d by
2. Rem ove a ll s e a le r fro m flange and body
th is o b stru c tio n is in c re a s e d by su ch conditions a s
aro u n d w indshield opening.
w ind p r e s s u r e s , e x tre m e s of te m p e ra tu re , m otion
3. C heck flange a r e a fo r so ld e r, w eld high
of th e v eh icle, etc.
sp o ts, o r h ard en ed sp o t-w eld s e a le r . R em ove a ll
The p ro c e d u re f o r re m o v a l of the w indshield
high sp o ts.
a p p lies to the co m plete w indshield a sse m b ly .
4. C heck w indshield g la s s to opening, by su p ­
R em oval p o rtin g g la ss w ith six s p a c e r s contained in p ack et
1. B efo re rem o v in g th e w indshield, m a rk the (J-22577).
locatio n of the b re a k on th e w indshield ru b b e r chan­
n el and the body. P r o te c t th e p ain t fin ish in sid e of CAUTION: Do not strike glass against
th e cab. M ask around th e w indshield opening and body metal. Chipped edges on the glass
o u tsid e , lay a su ita b le co v erin g a c r o s s th e hood can lead to future breaks.
and fe n d e rs.
NOTE: The w ind sh ield g la s s ru b b e r w e a th e r­
s tr ip is o n e -p ie c e . The g la s s is held in a channel
w ithin th e w e a th e rs trip (fig. 1).

Figure 1—Cross Section of W indshield W eatherstrip

(Conventional Cab M odel) Figure 2 —Loosening W eatherstrip (Conv. Cab M odel)

CHEVROLET 40-60 TRUCK SERVICE MANUAL


GENERAL MAINTENANCE
Figure 5 —Pulling Cord to Seat Rubber Lip (Conv. Cab M od el)
T h is w ill e n s u re p ro p e r p o sitio n in g of th e c ritic a l
upper c o rn e rs.
STE E L TIL T CAB MODELS
W indshield g la s s is re ta in e d in cab opening by
a m olded ru b b e r w e a th e rs trip w ith an in s e rt-ty p e
ru b b e r se a l a s illu s tr a te d in fig u re 6. Two g lass
se c tio n s a r e u se d on s te e l tilt m odels.
When re p la c in g a c ra c k e d w indshield g la s s , it
is v ery im p o rta n t th a t the c au se of the g la ss b r e a k ­
age be d e te rm in e d and the condition c o rre c te d b e -
G lass
Insert
Panel
Insert]
G lass
INSTALLING INSERT IN SEAL TPM-9027
Figure 6 —Installing Insert-Retained C lass (Tilt Cab M odel)
Sec. 1A-5
fo re a new g la ss is in sta lle d . O th erw ise, it is high­
ly p o ssib le th a t a sm a ll o b stru c tio n o r high spot
so m ew h ere around the w indshield opening w ill con­
tinue to c ra c k o r b re a k the newly in sta lle d w ind­
sh ield ; e sp ec ia lly when the s tra in on the g la ss
ca u se d by the o b stru ctio n is in c re a s e d by such
conditions as wind p r e s s u r e s , e x tre m e s of te m p ­
e r a tu re , m otion of the veh icle, etc.
R em oval (F ig. 6)
If c ra c k s in g la ss extend to o u te r edge of
g la s s , m a rk cab o r cowl w ith chalk a t th e se p oints
so th a t w e a th e rs trip flange in cab opening can be
exam ined la te r fo r p o ssib le d isto rtio n .
P ro te c t the in te r io r paint fin ish by p lacing a
p ro te c tiv e co v ering o v e r ste e rin g w heel and dash
p a n e l. M ask aro u n d the w indshield opening and lay
a su itab le c o v er to p ro te c t cab.
CAUTION: ALW AYS W EAR H EA VY
G LO VES TO P R E V E N T P O SSIBLE IN­
JURY WHEN H ANDLIN G GLASS.
1. P ry end of in s e r t out of ru b b e r se a l w ith a
p ointed tool; pull in s e r t com pletely out of s e a l.
2. W ith aid of an a s s is ta n t to hold g la ss o ut­
sid e cab, pu sh g la ss fo rw a rd fro m in sid e cab.
Inspection
Due to the expanse and contour of the w ind­
sh ie ld , it is im p e ra tiv e in the event of a s tra in
b re a k th a t th e w indshield opening be thoroughly
checked b e fo re in sta llin g a rep la c e m en t w indshield.
1. Check fo r the following conditions at the
p re v io u s m ark ed point of fra c tu re :
a. Chipped edges on g la ss.
b. I r r e g u la r itie s in body opening.
c. I r r e g u la r itie s in ru b b e r channel w e a th e r­
s tr ip .
2. R em ove a ll s e a le r fro m flange and body
aro u n d w indshield opening.
3. C heck flange a r e a fo r so ld e r, w eld high
sp o ts, o r h ard en ed sp o t-w eld s e a le r . R em ove all
high sp o ts.
G la ss-to -O p en in g C le a ra n c e C heck
B efo re in sta llin g new g la s s , check g la ss o pen­
ing fo r p ro p e r c le a ra n c e , using five sp e c ia l s p a c e r
b locks (J-9316) a s shown in fig u re 7. W ith th e aid
of an a s s is ta n t, p la ce blocks aro u n d p e r im e te r of
new g la s s , two at bottom and top and one at o u te r
sid e of opening. A 5/16 to 3 /8 inch c le a ra n c e should
e x ist betw een g la s s and opening flange. I n s e rt the
blocks into gap, then ro ta te blo ck s p e rp e n d ic u la r
to flange s u rfa c e s . If a ll blocks cannot be in sta lle d ,
re w o rk m etal flange o r g rin d off edge of g la ss at
th e sid e w h ere block o r blocks could not be in ­
s ta lle d .
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 1A-6

GENERAL MAINTENANCE

After windshield and weather strip have

been installed, apply a 1 /1 6 " thick by 1 /8 " wide
strip of sealer for 6 " from the corner across the

N O T E — Both upper corners

must be installed and square
on the glass before attempting
to install assembly.

SEALER

SECTION A A
Apply sealer to the glass groove of the
weatherstrip in a bead 1/16 diameter
1/8 inch from the bottom both sides of
the glass groove and a flat strip all
T-6414
along the bottom as shown in View A.

Figure 3 —W indshield G lass, W eatherstrip, and Sealing (Conv. Cab M odel)

5. W ith the w in d sh ield su p p o rted and c e n te re d w e a th e rs trip in a r e a s noted in fig u re 3.

in its opening, check th e re la tio n sh ip of th e g la ss
to the body opening flan g e around the e n tire p e r ­
im e te r of the g la ss.
6. Check the re la tio n sh ip of g la ss to opening
a s follow s:
a. In sid e edge of g la s s to body flange.
b. O u ter edge of g la s s to p a r a lle l body m etal.
7. M ark a r e a s of body m etal o r flange to be
re fo rm e d , rem o v e g la s s and c o r r e c t a s n e c e s s a ry .
8. R echeck w in d sh ield in its opening and if
s a tis fa c to ry p ro c e e d a s follow s. Note fig u re 3 b e ­
fo re p ro ceed in g .
4. P la c e w indshield and w e a th e rstrip a s s e m ­
bly in opening. W ith one tech n ic ian lightly pushing
in on w indshield, an o th er tech n ician w ithin the cab
should p u ll on the c o rd a s follow s:
a. P u ll on loose ends (fig. 5) until each is
w ithin 2 in ches of its re s p e c tiv e u p p er c o rn e r.
b. P u ll on loop un til c o rd is w ithin 2 inches
of the u p p e r c o rn e rs .
c. F in ish seatin g c o rn e rs by sim u ltaneously
pulling on both ends of th e co rd a t each c o rn e r.

In sta lla tio n

CAUTION: ALW AYS W EAR G LO VES

WHEN H ANDLING GLASS.

1. Apply s e a le r to a r e a s in d icated in fig u re 3

and in sta ll on g la s s . C e n tra liz e w e a th e rs trip around
edge of g la s s to avoid cocking of sq u a re c o rn e rs
during a sse m b ly .
2. In s ta ll a co rd aro u n d p e rip h e ry of w e a th e r­
s tr ip , leaving a loop a t th e top and the lo o se ends
a t the bottom a s shown in fig u re 4.
3. P la c e p ro te c tiv e co v erin g o v e r the plenum
g r ille , fro n t fe n d e rs and hood. Apply s e a le r to

CHEVROLET 40-60 TRUCK SERVICE MANUAL


CAUTION: DO NOT strike glass
against body metal. Chipped edges on the
glass can lead to future breaks.
If g la s s c le a ra n c e is too sm a ll and g la ss is to
be ground off, p la c e a s tr ip of tap e on a line w here
g la s s is to be rem o v ed . G rin d up to edge of tap e.
If g la ss c le a ra n c e is found too la rg e , b ra z e a
continuous p ie c e of 1 /8 inch d ia m e te r w ire to edge
of cab w indshield g la s s opening flange. T his w ill
p ro v id e a c lo s e r g la s s and s e a l fit.
NOTE: Add bu ild -u p to flange w h ere n e c e s ­
s a r y . U sually the building up to only one side and
o n e -h a lf way aro u n d one c o rn e r w ill p ro v id e p ro p e r
g la s s and se a l fit. T a p e r off ends of bu ild-up to
conform to edge of g la s s , o th e rw ise g la s s b re a k ­
age may o c c u r, o rig in a tin g at a point a d jacen t to
th e end of flange b u ild -u p .
In sta lla tio n (F ig . 6)
NOTE: If d e s ire d , se a lin g cem en t can be a p ­
p lie d betw een lip of s e a l and g la s s and s e a l lip at
cab opening flange.
1. R epo sitio n ru b b e r s e a l on cab opening
flan g e. R a ise new g la s s to ou tsid e of se a l; then
w ith hook end of in s ta lle r tool (J-2189) in g la ss
groove of s e a l a s shown in fig u re 6, m ove tool
aro u n d g la s s to fo rc e o u te r lip of se a l o v e r edge
of g la s s .
2. T h re a d end of ru b b e r in s e r t through handle
and loop of in s ta lle r tool (fig. 6). P u sh tool loop
and end of in s e r t into gro o v e of s e a l. F eed in ru b ­
b e r in s e r t, w hile p ro ceed in g aro u n d window. U se
a hitching m ovem ent of tool to avoid elongating
in s e r t. If new in s e r t is being u sed , cut off in s e rt
allow ing su fficien t o v erlap fo r a tig h t joint; then
b u tt into groove.
3. In s ta ll in s e r t in c e n te r v e rtic a l s e a l (2-
p ie c e w indshield) in sa m e m an n er p re v io u sly d e s ­
c rib e d in Step 2.
REAR W INDOW GLASS
REPLACEMENT
CONVENTIONAL CAB MODELS
T he r e a r window g la s s ru b b e r w e a th e rs trip is
o n e -p ie c e . The g la s s is held in a channel w ithin the
w e a th e rs trip s im ila r to th e w indshield g la s s and
w e a th e r s tr ip .
R e fe r to "W indshield G la ss R ep lacem en t" fo r
ty p ic a l re p la c e m e n t p ro c e d u re s .
S T E E L TILT CAB MODELS
R e a r window g la s s is re ta in e d by m eans of
ru b b e r s e a l and s e a l in s e r t (fig. 6). No sealin g
Sec. 1A-7
GENERAL MAINTENANCE
Figure 7 —Checking Glass Clearance (Tilt Cab M o d el)
com pound o r cem en t is used.
If body p re v e n ts a c c e ss to r e a r window, g la ss
can be in sta lle d fro m in sid e cab by re v e rs in g se a l
so th at in s e r t is lo ca te d in sid e cab.
1. P ry end of se a l in s e r t out of s e a l w ith a
pointed tool; then rem o v e ru b b e r in s e rt com pletely.
P u sh g la s s fro m in side cab. P u ll s e a l fro m opening.
2. If n e c e s s a ry , stra ig h te n any ir r e g u la r itie s
of s e a l flange in cab opening w hich m ay have c a u s ­
ed b rea k a g e of g la ss.
3. In sta ll new ru b b e r se a l o v e r panel flange,
pushing it com pletely into c o rn e rs . Avoid s tr e tc h ­
ing se a l during in sta lla tio n . Cut se a l to allow su f­
ficien t o v erla p fo r a tig h t joint, then butt ends.
4. P o sitio n g la ss to se a l and in s e r t hook end
of in s ta lle r tool (fig. 6) into se a l groove. Move tool
aro u n d g la ss to fo rc e o u te r lip of se a l o v e r g la s s .
5. T h re a d end of ru b b e r in s e r t through handle
and loop of in s ta lle r (fig. 6). P u sh tool loop and end
of in s e r t into groove at bottom c e n te r of window.
F eed in the ru b b e r in s e r t w hile p ro ceed in g aro u n d
window. U se a hitching m ovem ent to avoid elong­
ation of in s e r t.
6. Cut off end of in s e r t, allow ing sufficien t
o v erlap fo r a tig h t joint; then butt into groove.
LAP BELT MAINTENANCE
Keep b e lts clean and dry. C lean p e rio d ic a lly
w ith a m ild soap solution and lu k ew arm w a te r.
Keep sh a rp edges and dam aging o b jec ts away fro m
b e lts . P e rio d ic a lly in sp ec t b e lts, b u c k les, r e t r a c ­
to r s , and an ch o rs fo r dam age th at could m a te ria lly
le s s e n the effec tiv en ess of the belt in sta lla tio n and
re p a ir o r re p la c e the questionable p a r ts . Do not
b leach o r dye b e lts a s th is may c a u se s e v e re lo ss
of stre n g th .
If n e c e s s a ry , to re p la c e b e lts o r re la te d a t­
taching p a r ts be s u re to tighten lap b elt an ch o r
b o lts to 55-65 foot-pounds to rq u e .
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 1A-8
GENERAL MAINTENANCE
WINDSHIELD WIPERS
GENERAL DESCRIPTION
Conventional cab and s te e l tilt cab m odels
have tw o -sp eed e le c tr ic E -ty p e w ind sh ield w ip e rs
w ith w a sh e rs a s s ta n d a rd equipm ent. The w ip er
asse m b ly u se d on cowl and school bus m odels is
d e te rm in e d by the body m a n u fa c tu re r.
A sin g le w ip e r m o to r, m ounted on engine sid e
of cowl, p o w ers both w ip e r b lad es on conventional
cab m od els. Two s e p a ra te m o to rs a r e u se d w ith
tilt cab m odels w h ere each w ip er m o to r is b ra c k e t-
m ounted to r e a r sid e of cowl u n d er dash.
T ilt cab m odels em ploy s e p a ra te w ip er m otor
co n tro l sw itc h e s. The le ft sw itch in c o rp o ra te s a
p u sh -ty p e co n tro l fo r o p eratio n of w indshield
w a s h e rs .
WIPER ARM ADJUSTMENT
To a d ju st sw eep of b la d e s to p ro v id e m axim um
v isib ility , tu rn on w ip e rs, then note sw eep of a r m s .
CAUTION: DO NOT A T T E M P T TO
M A N U A LLY MOVE W IP E R ARM S AS
D AM AG E TO LIN K A G E OR MOTOR MAY
OCCUR.
If n e c e s s a ry , rem o v e a r m s a s follow s:
*
CONVENTIONAL CAB MODELS
1. P u ll o u te r end of a rm away fro m g la ss
w hich w ill trip lock sp rin g at b a se of a rm and r e ­
le a s e sp rin g fro m un d ercu t of pivot shaft.
2. W hile holding a r m in th is p o sitio n , pull out­
w a rd on cap sec tio n a t b a se of a rm to rem ove the
a rm .
3. A rm can be re in s ta lle d in any one of s e v ­
e ra l p o sitio n s due to s e r r a tio n s on pivot shaft and
in a rm cap.
TIL T CAB MODELS
W iper A rm A djustm ent (F ig. 8)
W iper a rm can be re p o sitio n e d on pivot shaft
to p ro v id e p ro p e r sweep a s follow s:
1. R em ove hex crow n nut and w a sh e r w hich a t­
ta c h w iper a rm to k n u rled d riv e r and pivot shaft.
2. R elo cate a rm on d riv e r to d e s ire d p o s itio n .
3. In s ta ll w a sh er and hex crow n nut.
W iper B lade R eplacem ent (Fig. 9)
Hold f illis te r head sc re w with s c re w d riv e r
and rem ove lock nut. R em ove sc re w which is
th re a d e d into w iper a rm and rem ove blad e. R e­
v e rs e p ro c e d u re to in sta ll.
IMPORTANT: T urning the f illis te r head blade
attach in g sc re w too f a r into the w iper a r m w ill
bend the blade a rm and c au se blade to bind and
w ipe e r r a tic .
NOTE: The cu rv ed w indshield w ip er blade is
d esigned to acc ep t a re fill in s e r t fo r s e rv ic e r e ­
p la cem e n t.
Figure 9 - W iper Blade Installed (Tilt Cab M odel)
CHEVROLET 40-60 TRUCK SERVICE MANUAL

GENERAL MAINTENANCE
Figure 12—W iper Crank Arm in Park Position
(Conv. Cab M odel)
W IPER MOTOR CRANK ARM
"PA RK ” POSITION
NOTE: When in sta llin g c ra n k a r m to g e a r
sh a ft, p la c e w ip e r in "PA R K ” p o sitio n , ro ta te the
a r m so alignm ent m a rk s m atch w ith re sp e c tiv e
m a rk s on c o v e r a s shown in fig u re 12.
WIPER MOTOR REPLACEMENT
(TILT CAB MODEL)
REMOVAL (F ig s. 8 and 14)
1. R em ove hex crow n nut and lock w a sh e r
w hich a tta c h e s w ip e r a r m to k n u rle d d r iv e r and
p ivot sh a ft. R em ove a r m and d riv e r.
2. R em ove ru b b e r ra in s h ie ld , hex nut, flat
s te e l w a s h e r, and le a th e r w a sh e r fro m pivot sh aft
h ousing.
3. In sid e of cab, d isco n n ect e le c tric a l w iring
a t co n n ecto r on m o to r d riv e u n it. If equipped w ith
w a s h e rs , d isco n n ect h o se s.
4. R em ove fo u r cap s c re w s w hich a tta c h m otor
and d riv e un it to cab t a n e l.
INSTALLATION (F ig s. 8 and 14)
1. P o sitio n sty ro fo a m p ad on pivot sh a ft hous­
ing, th en lo c a te m o to r and d riv e un it to cab p an el.
A ttach u n it m ounting b ra c k e t to p an el w ith fo u r cap
s c re w s and w a s h e rs .
IM PORTANT: B e s u r e a good m e ta l-to -m e ta l
c o n tact is m ade betw een p an el and m ounting b ra c k e t
so a s to p ro v id e an e le c tr ic a l ground fo r m o to r.
Sec. 1A-9
2. Connect e le c tr ic a l w iring to te rm in a ls on
d riv e u n it. If equipped w ith w a sh e rs, connect h o se s.
3. In s ta ll le a th e r w a sh e r, fla t s te e l w a sh e r,
hex nut, and ru b b e r sh ie ld on pivot sh aft housing.
P o sitio n a r m d riv e r on pivot sh aft.
4. B efo re in sta llin g w ip er a rm s , o p e ra te w ip e r
m o to r m o m en tarily , then tu rn it of£ which should
ro ta te pivot sh a ft to "PA RK ” p o sitio n (fig. 13).
5. In sta ll a r m on d r iv e r of sh aft so th a t it is
lo c a te d in th e "PA RK " p o sitio n . Wet w indshield,
then again o p e ra te w ip er and check a r m sw eep.
R ep osition a r m on sh aft d riv e r if n e c e s s a ry . Se­
c u re a r m on sh aft w ith crow n nut.
WIPER TRANSMISSION LINKAGE AND
MOUNTING BRACKET REPLACEMENT
(TILT CAB MODEL)
REMOVAL (F ig. 14)
1. R em ove s m a ll reta in in g rin g n e a r end of
tra n s m is s io n sh aft, th en slid e the fla t w a sh e r and
th ru s t w a sh e r fro m end of shaft.
2. R em ove th e th re e sm a ll s c re w s w hich a t ­
ta c h m o to r m ounting b ra c k e t to m o to r. Move m o to r
w ith attac h e d linkage fro m m ounting b ra c k e t su f­
ficien tly to allow a c c e s s to connecting lin k r e ta in ­
ing rin g s.
3. R em ove connecting link reta in in g rin g s,
then link. S e p a ra te m o to r fro m m ounting b ra c k e t.
4. T he tr a n s m is s io n shaft can be rem o v ed
only a fte r the sh aft housing is s e p a ra te d fro m
m ounting b ra c k e t. H ousing is attach ed w ith two
s c re w s , nuts, and w a s h e rs .
INSTALLATION (F ig. 14)
1. If tra n s m is s io n sh aft w as s e p a ra te d fro m
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 1A-10

GENERAL MAINTENANCE

WIPER ARM PIVOT SHAFTS AND LINK

ROD REPLACEMENT (CONV. CAB)

REMOVAL
1. R em ove w in d sh ield w ip er a r m s fro m pivot
sh a fts. P ro c e d u re fo r rem o v in g a r m s is explained
in "W iper A rm A d ju stm e n t."
2. R em ove s c re w s w hich a tta c h o u tsid e a ir
cowl v e n tila to r g r ille to cow l. C arefu lly rem o v e
g rille fo rw a rd fro m cowl.
3. At c e n te r of cowl, rem o v e r e ta in e r (fig. 10)
w hich a tta c h e s each lin k ro d to m otor d riv e lin k ­
age and a rm a s se m b ly . D isengage link ro d s fro m
p in s.
4. R em ove two s c re w s w hich a tta c h a r m t r a n s ­
m issio n pivot sh aft a sse m b ly to cowl. R em ove pivot
sh aft a sse m b ly w ith link ro d fro m plenum c h a m b er.

INSTALLATION
1. P la c e pivot sh aft a sse m b ly w ith lin k ro d 5. W orking u n d er in stru m e n t console, d isc o n ­
into po sitio n a t cowl b ra c k e t. S ecu re a sse m b ly to n e ct w ip er m o to r and w a sh e r w iring co n n e cto rs.
b ra c k e t w ith two s c re w s (fig. 10). 6. D isconnect w a sh e r h o ses fro m w a sh e r pump.
2. A ttach end of lin k ro d to linkage of m o tor 7. Rem ove m o to r attach in g s c re w s and m otor
d riv e and a r m a sse m b ly a t c e n te r of cow l. S ecu re fro m cowl m ounting p o sitio n .
ro d w ith r e ta in e r . If op p o site pivot sh a ft and link 8. B efo re in sta llin g m o to r, s c ra p e any of the
ro d w as rem o v ed , in s ta ll it a t th e sa m e tim e . old se alin g com pound fro m aro u n d cowl opening,
M ake s u r e the s e a l w a s h e rs lo c a te d below the then apply a bead of new com pound aro u n d the
tra n s m is s io n u n its a t fro n t of w indshield a r e new opening.
o r in good condition b e fo re in stallin g ; o th e rw ise P e rf o rm the in sta lla tio n p ro c e d u re s in the r e ­
leakag e m ay o c c u r la te r a t th e se two p o in ts. v e rs e of "R em oval" p ro c e d u re s .
IM PORTANT: B e fo re locating th e w ip er a r m s
on pivot sh a fts, m ake s u r e w ip er m o to r w as sto p ­ IMPORTANT: Make s u re m otor ground s tra p
ped in th e "PA RK " p o sitio n (fig. 12). O p e ra te the is fre e of p a in t b e fo re in sta llin g m otor m ounting
m o to r, then tu rn sw itch off and allow it to stop in sc re w s ; o th e rw ise m o to r w ill not o p e ra te . A lso, be
"PA RK " p o sitio n . If m o to r is not in "PARK" s u re th at w ip e r m otor c ra n k a rm is in "PARK "
p o sitio n and a r m s a r e in sta lle d , the a r m tra v e l p o sitio n b efo re attaching linkage and w irin g h a rn e s s .
m ay be r e s tr ic te d when m o to r is s ta rte d , re su ltin g
in a blown fu se . In any c a se when m o to r is f ir s t
s ta rte d , be p r e p a r e d to tu rn w ip er sw itch off in the
event w ip er a r m s w e re in s ta lle d out of p ro p e r
sw eep p o sitio n . R ep o sitio n a r m s if n e c e s s a ry .
3. In sta ll o u tsid e a i r cowl v e n tila to r g r ille to
top of cowl u sin g s c re w s (fig. 10).
4. B efo re in sta llin g w ip e r a r m s , o p e ra te w iper
m o to r m o m e n ta rily w hich should ro ta te pivot
sh a fts to "PA RK " p o sitio n . In s ta ll a r m s and sh a fts.

WIPER MOTOR REPLACEMENT

(CONV. CAB)
(R efer to F ig u re 11)
1. D isco n n ect b a tte ry ground cab le.
2. Rem ove w ip e r a r m s and b lad es fro m the
tra n s m is s io n sh aft.
3. R em ove plenum c h a m b e r g r ille .
4. D isconnect w ip e r d riv e ro d s fro m c ra n k
a r m . R em ove c ra n k a r m nut and a r m fro m m o to r
sh a ft.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 1A-11

GENERAL MAINTENANCE

SHUNT W INDING # 3 TERMINAL

#1 TERM INAL
\ #2 TERM INAL
T!

n
1 1

RATCHET J 1
SOI ENOID U

PAW L
L _ " ' L ________________ I
WASHER UNIT

T-5827
CONTACTS

Figure 15—W iper M otor and W asher W iring Diagram

co ntinues to flow th ro u g h m o to r, through the p a r k ­ TYPICAL TROUBLE CONDITIONS

ing sw itch co n ta c ts to ground. When w ip er b lad es
re a c h "PA RK " p o sitio n a t the in b o ard end of w iper
p a tte rn , the p a rk in g sw itch co n tacts open, stopping
th e m o to r.
TROUBLESHOOTING WIPER MOTOR
(ALL MODELS)
R e fe r to fig u re s 15, 16, and 17 when tro u b le ­
shooting tw o -sp e e d w ip e r.
1. W iper w ill not shut off.
2. W iper in o p e ra tiv e.
3. W iper has one sp e ed (HIGH).
4. W iper h as one sp eed (LOW) and sh u ts off
w ith dash sw itch in "HIGH" p o sition.
5. B la d es do not re tu rn to "PA RK " p o sitio n
when w ip er is tu rn e d "O F F ."
6. W iper sp e ed n o rm a l in "LOW " sp eed p o s i­
tion but too fa s t in "HIGH" speed p o sitio n .
7. W iper o p e ra te s in te rm itte n tly .

Series W inding Shunt W inding

Dash Switch
( G ra y ) NOTE: Term inals Are Numbered
— 3 jf- For Purposes of Explanation
24 OHM LO S P E E D - A s Shown
Resistor HI SPEED— Disconnect Jum per W ire
From Terminal No. 3
O FF— Leave Jum per Connected to
L _ ^ Term inals 1 and 3 But Disconnect
Battery A rm ature
n tu r p — 1 Park Switch it From Ground

Jum per W ire

LOW SPEED CIRCUITS

Series W ind ing S h u n tW in d in g Dash Switch I' For Bench Testing

Connect to
( G ray ) |~ ---- --------- W iper Housing
24 OHM
-V Resistor

L -c rp
Battery n t u r p —5
Arm ature Ammeter
T-030
HIGH SPEED CIRCUITS

Figure 16—H igh-Low Speed Circuit Figure 17—Troubleshooting W iper Motor Circuit

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 1A-12
Ground Strap
Mounting Bracket
Crank Arm ’s"0
Crank Arm Nut
Retaining
Ring
Transmission
Shaft A ssem bly
DRIVE LIN KA G E DISASSEMBLED
Figure 14—W iper Motor and Bracket Components (Tilt Cab M odel)
housing, lo cate s m a ll te n sio n w a sh e r on sh aft b e ­
fo re in s e rtin g sh aft into housing.
2. L o cate sh aft and housing a sse m b ly to m ount­
ing b ra c k e t and a tta c h housing to b ra c k e t w ith two
s c re w s , n u ts, and w a s h e rs .
3. L o cate m o to r into m ounting b ra c k e t, then
in s ta ll connecting lin k .
IMPORTANT: M ake s u r e end of lin k m ark ed
"C ra n k End" is co n nected to m o to r c ra n k a r m .
In s ta ll link re ta in in g rin g s .
4. A ttach m o to r to m ounting b ra c k e t with
th r e e s c re w s . Make s u r e m o to r ground s tr a p is
sandw iched betw een m o to r and b ra c k e t.
5. At o u te r end of w ip e r tra n s m is s io n sh aft,
in s ta ll b ro n z e th r u s t w a s h e r, fla t s te e l w a sh e r, and
th e sh aft re ta in in g rin g .
WIPER OPERATION
(ALL MODELS)
DESCRIPTION
The type "E " tw o -sp e e d e le c tric w indshield
w ip e r a sse m b ly in c o rp o ra te s a n o n -d e p re s s e d ty p e
(blades p a r k a p p ro x im a te ly 2 in ch es above w ind­
sh ie ld molding) m o to r and g e a r tr a in . T he r e c ­
ta n g u la r, 1 2 -volt, com pound wound m o to r is coupled
to a tr a in co n sistin g of a h e lic a l d riv e g e a r a t the
end of the m o to r a r m a tu r e sh aft, an in te rm e d ia te
g e a r and pinion a sse m b ly , and an output g e a r and
sh a ft a sse m b ly . The c ra n k a r m is a tta c h e d to the
output g e a r shaft.
Two sw itc h e s, a c o n tro l sw itch on d ash and a
p a rk in g sw itch w ithin w ip e r u n it, co n tro l th e s t a r t ­
ing and stopping of w ip e r. P a rk in g sw itch co n ta c ts,
GENERAL MAINTENANCE
Transmission
Shaft A ssem bly g Shaft Housing
Assem bly
Shaft Housing
A ssem bly Connecting
Link
Thrust
W asher
Mounting
Bracket
Retaining Ring
Motor A ssem bly
DRIVE UNIT AND M OTOR ASSEMBLED
T-031
lo c a te d on a te rm in a l b o a rd at bottom of d riv e unit
a r e actu a lly connected a c r o s s the dash sw itch and
a c t a s a s e t of holding co n ta cts when th e dash
sw itch is tu rn e d off. T his keep s the w ip e r c irc u it
c lo se d so w ip e r can keep o p eratin g u n til the b lades
re a c h th e ir p re d e te rm in e d "PA R K ” p o sitio n .
When th e w ip e rs a r e tu rn e d on, c u r re n t flow s
fro m b a tte ry through the c irc u it b re a k e r o r fuse
through the m o to r field and a rm a tu r e to the dash
sw itch and on to ground, s ta rtin g th e w ip er.
NOTE: R e fe r to "W indshield W a sh e r" la te r in
th is se c tio n fo r o p eratio n of w a sh e rs.
TW O -SPEED OPERATION (F ig s. 15 and 16)
Low Speed O peration
When the dash sw itch is p la c e d in "LOW"
sp ee d p o sitio n , c u r re n t fro m the b a tte ry flows
th ro u g h the s e r ie s field coil and divides; p a r t
p a ssin g through the shunt fie ld coil to ground at
th e dash sw itch, th e rem ain in g p a r t p a ssin g through
th e a rm a tu re to ground at the dash sw itch.
High Speed O p eration
Moving the dash sw itch to "HIGH" Speed p o s i­
tion opens the shunt field c irc u it to ground a t dash
sw itch and k eep s the a rm a tu re c irc u it clo se d to
ground. The shunt field c u rre n t m ust then p a s s
through a r e s is to r lo c a te d on the w ip er te rm in a l
b o a rd , and then through the sa m e le a d th a t connects
th e a rm a tu re c irc u it to ground through the dash
sw itch.
P a rk in g C irc u it
When w ip e r is tu rn e d off, c irc u it is b roken at
th e dash sw itch. H ow ever, c u rre n t fro m b a tte ry
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 1A-13

GENERAL MAINTENANCE

Nut 10 G ear Box Housing

C ran k A rm 11 Brush Plate A ssy, and
Seal Cap Mounting B rackets
R etaining Ring 12 B rushes
W asher 13 Wave W ash ers
G ear Box C over
Output G ear and
Shaft A ssy.
In te rm e d ia te G ear
Wave W asher

F ra m e and Field
14 F la t W ash ers End Plate
15 A rm atu re Tie Bolts
16 T h ru st Plug (Two R equired)

T-3642

Figure 18—W iper M otor and Gear Box A ssem bly

INSPECTION n e c e s s a ry attaching p a r ts fo r in sta lla tio n of g e a r

C heck a rm a tu r e sh aft, g e a rs , and supporting co v e r and te rm in a l b o ard .
bu sh in g s fo r w e a r. In sp e c t co m m u tato r fo r e v i­
dence of a rc in g o r lo o se s o ld e r jo in ts to a rm a tu r e
w indings. Check "PA R K " co n ta c ts fo r d irt o r o x i­
dation. In sp ect fo r w orn b ru s h e s , w eak sp rin g s,
and binding in h o ld e rs.
In g e n e ra l, in sp e c t a ll p a r ts fo r se rv ic e a b ility
and re p la c e a s re q u ire d . A ll p a r ts can be re p la c e d
individually except m o to r fra m e and fie ld w hich is
s e rv ic e d a s an a sse m b ly . S e rv ic e k its p ro v id e all

BRUSH HOLDER

REMOVE BRUSH SPRING FROM SLOT

AND PLACE IT IN GROOVE AS SHOWN

Figure 19—Releasing Brush Spring Tension Figure 2 0 —End Play W ave W asher Installation

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 1A-14
CHECKING INSTALLED W IPER
W iper W ill Not Shut Off
1. D e te rm in e if w oper o p e ra te s in both "HIGH"
and "LOW" sp e e d s, "LOW " sp eed only, o r "HIGH"
sp eed only.
IMPORTANT: W iper m u st o p e ra te in "LOW "
sp eed during p a rk in g cycle.
2. D isco n n ect th e w irin g h a rn e s s fro m w ip er
m o to r and tr y o p e ra tin g w ip e r independently of the
d ash sw itch a s shown in fig u re 17. If w ip e r o p e r­
a te s c o rre c tly independently of the d ash sw itch
(sh u ts off c o rre c tly w ith c ra n k a rm in "PARK"
position) r e f e r to p o s s ib le c a u se s below:
a. If w ip er o p e ra te s in both sp e e d s, le a d b e ­
tw een w ip er te rm in a l No. 1 and dash sw itch is
grounded, o r the d ash sw itch is defective.
b. If w ip er o p e ra te s in "LOW " sp eed only, the
le a d betw een w ip er te rm in a l No. 3 and d ash sw itch
is grounded, o r the d ash sw itc h is d efective.
c. If w ip er o p e ra te s in "HIGH" speed only, the
le a d betw een w ip er te rm in a l and d ash sw itch is
open, o r the dash sw itch is d efectiv e.
3. If w ip e r s till fa ils to o p e ra te c o rre c tly ,
re m o v e it fro m cab, then rem o v e co v erin g fro m
o v e r d riv e g e a rs and ch eck p ark in g sw itch co n tacts
w hich m ay be b roken o r stu ck in clo sed position;
check fo r a grounded le a d a t No. 1 o r 3 te rm in a ls
(fig. 17), o r fo r a grounded shunt field .
W iper In o p erativ e
1. C heck w irin g h a rn e s s connections a t m o tor
an d at dash sw itch.
2. C heck fu se (if used) o r c irc u it b re a k e r.
3. See if w ip er m o to r ground s tra p is s e c u re .
4. C heck fo r lo o sely m ounted d ash sw itch.
5. If w ip er s till fa ils to o p e ra te , disco n n ect
w irin g fro m m o to r, and ch eck fo r 12 vo lts a t m o tor
No. 2 te rm in a l (fig. 17). No voltage in d ic a te s d e­
fe c tiv e w iring.
6. W ith h a rn e s s d isco n n ected fro m m o to r, try
o p e ra tin g m o to r a s shown in fig u re 11. If w ip e r fa ils
to o p e ra te , rem ove w ip e r tra n s m is s io n linkage and
re c h e c k w ip e r o p e ra tio n . If w ip er o p e ra te s , linkage
is at fa u lt. If w ip er does not o p e ra te , rem o v e unit
fro m v eh icle fo r d isa sse m b ly .
W iper H as One Speed - F a s t
C heck fo r a d efectiv e dash sw itch o r open lead
betw een m o to r No. 3 te rm in a l and dash sw itch.
W iper H as One Speed (LOW) and Shuts Off
W ith D ash Switch in "HIGH" Speed P o sitio n
R e v e rs e h a rn e s s le a d s th at connect to m o tor
te rm in a ls N os. 1 and 3.
B la d es Do Not R etu rn to "PA RK " P o sitio n
W hen W iper is T urn ed Off
1. C heck w ip er m o to r ground connection to the
cab.
GENERAL MAINTENANCE
2. R em ove w iper m otor fro m cab and check
fo r d irty , bent o r broken "PA RK ” sw itch co n tacts.
W iper Speed N orm al in "LOW ”
But Too F a s t in "HIGH”
Rem ove w ip er m otor fro m cab and check fo r
an open m o to r r e s is to r .
In te rm itte n t O peration
C heck fo r loose w ip e r ground connection a n d /
o r lo o se dash sw itch m ounting.
WIPER MOTOR AND GEAR BO X
DISASSEMBLY AND ASSEMBLY
DISASSEMBLY (Fig. 18)
G e a r Box
1. R em ove w ash e r pum p m ounting s c re w s and
lift pum p fro m m o to r.
2. R em ove w ash e r pump d riv e cam (fig. 22).
C am is p r e s s e d on sh aft but may be rem o v ed by
ca re fu lly wedging two s c re w d riv e rs betw een cam
and p la te .
3. L ightly clam p cra n k a rm in a v ise and r e ­
m ove cra n k a rm re ta in in g nut. S e p ara te a rm fro m
sh aft.
NOTE: F a ilu re to clam p c ra n k a rm m ay r e ­
su lt in strip p in g of d riv e g e a rs when re ta in in g nut
is rem o v ed .
4. R em ove se a l cap, re ta in in g ring, and end-
play w a sh e rs.
5. D rill out g e a r box c o v er attaching riv e ts
and rem o v e c o v er fro m m o to r a sse m b ly .
NOTE: N e c e ssa ry p a r ts fo r re a sse m b ly of
g e a r box c o v er to m otor is contained in s e rv ic e
r e p a ir package.
6. R em ove output g e a r and shaft a sse m b ly ,
then slid e in te rm e d ia te g e a r and pinion a ssem b ly
off sh aft. N ote positio n of wave w a sh e rs.
7. If n e c e s s a ry , rem o v e te rm in a l b o a rd and
"PA RK " sw itch by m arking w ire s and un so ld erin g
a t te rm in a l lu g s. D rill out te rm in a l b o ard attaching
riv e ts and rem o v e b o a rd .
M otor
1. Rem ove m otor through b o lts, tap m otor
fra m e lig h tly , and se p a ra te m o to r a sse m b ly fro m
g e a r box housing.
2. R em ove b ru sh ten sio n by placing b ru sh
sp rin g in h o lder groove a s shown in fig u re 19.
3. Slide a rm a tu re and end p la te fro m m otor
fra m e and field . Note a rra n g e m e n t of wave w ash ­
e r s (fig. 20) on g e a r end of a rm a tu re sh aft b efo re
rem oving to a s s u r e p ro p e r in sta lla tio n upon m o to r
a sse m b ly .
4. P u ll end p la te fro m a rm a tu re . Note th ru s t
plug betw een tip of a rm a tu re shaft and end p la te .
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 1A-15

GENERAL MAINTENANCE

ASSEMBLY (F ig. 18)

M otor
R e a sse m b le m o to r u sin g r e v e r s e o rd e r of
’’D isa sse m b ly " p ro c e d u re s .
NOTE: Be s u re wave w a s h e rs on a rm a tu re
sh a ft a r e in sta lle d p ro p e rly a s shown in fig u re 20.
L ightly lu b ric a te a r m a tu r e shaft bushings w ith
light m achine oil. Be s u r e b ru s h e s a r e p ro p e rly
p o sitio n e d in h o ld e rs b e fo re a rm a tu r e co m m u tato r
p ro tru d e s betw een b ru s h e s .

G e a r Box
1. A ssem b le g e a r box in re v e r s e o r d e r of
"D is a s s e m b ly ” p ro c e d u re s .
NOTE: L u b ric a te g e a r te e th w ith D elco C am
and B all B e a rin g L u b ric a n t o r equivalent. Be s u re
c o v e r is p ro p e rly lo c a te d o v er dowel p in s and th at
ground s tra p is p ro p e rly p o sitio n ed b e fo re se c u rin g
c o v e r. Seal cap (fig. 18) should be clean ed and r e ­
p ack ed w ith w a te r-p ro o f g r e a s e b e fo re re a sse m b ly .
2. In sta ll c ra n k a r m on output sh aft so that
a lig n m en t m a rk s lin e up w ith th o se on co ver when
w ip e r m o to r is in "PA RK " p o sitio n (fig. 13). R e ­
p la c e and tig h ten re ta in in g nut a fte r p lacin g cran k
a r m in v ise .
3. Check o p e ra tio n by connecting a sse m b le d Figure 2 1 —W ater Pump Attaching Screws
m o to r to b a tte ry a s shown in fig u re 17.
"HIGH" speed. At the end of w ash e r cycle, w a sh e r
WINDSHIELD WASHER PUMP w ill au to m atic ally shut off; w iper m ust be shut off
m anually, r e g a rd le s s of high o r low speed.
GENERAL INFORMATION
The "E " type w a sh e r pum p u sed on the "E "
ty p e re c ta n g u la r n o n -d e p re s s e d p a rk w ip er m o to rs
r e s e m b le s p re v io u s m odels som ew hat in p h y sica l
a p p e a ra n ce but it h as been changed co n sid erab ly
in te rn a lly . R e fe r to fig u re 21 fo r view of pump
CAM FO
m ounted on w ip er m o to r a sse m b ly . P a s t m odel UPPER
p um ps u se d a bellow s s y ste m fo r the pum ping
m e ch an ism w h e re a s the new d esign in c o rp o ra te s
a p isto n en clo sed in a p la s tic c y lin d er housing.
T he p isto n type pum p p ro v id e s h ig h e r p r e s s u r e s
and in c re a s e d volum e (fig. 24).
The b a sic p rin c ip le of o p eratio n is v ery s im ­
i l a r to p a s t m odel pum ps of th is ty p e. The pum ping
m e ch an ism is p o w ered by a fo u r-lo b e cam w hich
is p r e s s e d on w ip e r m o to r output sh aft. T his cam
ro ta te s w h enever the w ip e r m o to r is running. P r o ­
g ram m in g is ac c o m p lish e d e le c tric a lly and m ech ­
a n ic a lly th rou g h u se of a pum p so len o id c irc u it
and ra tc h e t w heel a rra n g e m e n t.

OPERATION
C onventional Cab M odels (Single W iper M otor) CAM FO LLO W ER FOUR LOBE CAM
P u sh in g in on th e w ip e r sw itch knob c a u se s the LOWER PIN
T-5930
w a sh e r to a c tiv a te and a ls o c a u se s w ip ers to a c ­
tiv a te in "LOW " sp e e d . If o p e ra to r w ishes high
sp e e d w ip e r actio n he m u st m anually sw itch to Figure 2 2 —Separating Pump From M otor

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 1A-16
GENERAL MAINTENANCE
Figure 2 3 —Checking W asher Solenoid
T ilt Cab M odels (Two W iper M otors)
P u sh in g in sw itch knob of le ft-h a n d w ip er
sw itch c a u se s w a sh e r to a c tiv a te , and also c a u se s
le ft-h a n d w ip er to a c tiv a te in "LOW ” sp eed . If
o p e ra to r w ishes "HIGH” sp eed a n d /o r rig h t-h a n d
w ip er actio n a lso , he m u st m anually c o n tro l both.
At the end of w a sh e r cy c le , w a sh e r w ill a u to m a tic ­
ally shut off; w iper(s) m u st be shut off m anually
r e g a r d le s s of sp e e d (both le ft- and rig h t-h a n d ).
PU M P REMOVAL (F ig s . 21 and 22)
1. D isconnect w a te r h o se s to w a sh e r pump
m aking c e rta in they a r e p ro p e rly m ark ed to a s ­
s u r e c o r r e c t in s ta lla tio n .
2. D isconnect e le c tr ic w irin g fro m w a sh e r
te rm in a ls .
3. R em ove w a sh e r pum p attach in g s c re w s ,
then lift pump off w ip e r m o to r.
PU M P INSTALLATION (F ig s. 21 and 22)
1. P la c e w a sh e r pum p in p o sitio n on w ip er
m o to r making s u re le v e r a r m p in p ro p e rly engages
fo u r-lo b e cam .
2. S ecu re pump to m o to r w ith two mounting
s c re w s .
3. R econnect e le c tr ic w irin g .
4. R econnect w a te r h o se s.
TROUBLESHOOTING WASHER PUM P
(R e fe r to F ig . 23)
O n -V eh icle Check
1. If w ash er p um p s continuously when w ip er
INTAKE V A LV E PISTON ACTUATOR
SPRIN G PLATE T A N G
ACTUATO R PLATE
T-5881
EXHAUST VALVE
Figure 2 4 —W asher Pump Piston and Valve Assem bly
is on, disconnect w iring fro m w ash er pum p.
a. If pump sh u ts off, tro u b le is lo c ated in w ir­
ing h a rn e s s o r dash sw itch.
b. If pump fa ils to shut off in Step a, rem ove
pum p assem b ly fro m v ehicle fo r fu rth e r checking.
2. C heck the follow ing ite m s if pum p is in ­
o p era tiv e:
a. R e s e rv o ir contains w a te r solution.
b. H oses a r e not dam aged and hose connec­
tio n s a r e tig h t.
c. S creen a t end of ja r c o v er hose is not
plugged.
d. E le c tric a l connections to w a sh e r pum p and
dash sw itch a r e se c u re .
e. N ozzles a r e not plugged.
3. If a ll ite m s in Step 2 check out, s t a r t w iper
m o to r only, then push w a sh e r button and lis te n fo r
" c lic k ” a s w a sh e r solenoid p u lls in. If no "c lic k "
is h e a rd , check fo r 12 volts at te rm in a l No. 2 (fig.
23). No voltage in d icates defective w irin g . If "c lic k "
is h e ard , p ro c e e d to Step 5.
4. If c o r re c t voltage w as found in Step 3, con­
n ect a ju m p er w ire fro m w a sh e r te rm in a l No. 1 to
ground (fig. 23) and o p e ra te w ip e r. If w a sh e r re la y
" c lic k " is h e a rd and pum p functions c o rre c tly , a
defective dash sw itch o r an open c irc u it betw een
w a sh e r pum p and dash sw itch is indicated; "No
C lick" in d ic a te s an open pump solenoid.
5. If re la y " c lic k ” is h e a rd in Step 3, lis te n
fo r the so ft clicking a s the pump ra tc h e t w heel is
ro ta te d .
a . If soft clicking is not h e a rd , the pum p m ech­
a n ism is faulty and should be rem oved fro m the
w ip er m o to r and checked.
b. If soft clicking is h e a rd but no pum ping a c ­
tion o c c u rs, re p la c e th e valve a sse m b ly and r e ­
check p u m p .
B ench Check
1. M anually a c tu a te th e solenoid p lu n g e r and
check fo r binding condition.
2. C heck re la y coil a s follow s: C onnect 12
volt supply to w ash e r te rm in a ls (fig. 23). O b se rv e
if so len o id plu n g er p u lls in. F a ilu re of so lenoid
p lu n g er to pull in in d ic ate s a s open solenoid coil
o r p o o r so ld e r connections.
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 1A-X7

GENERAL MAINTENANCE

N O T E : R a tc h e t p a w l s p rin g re m o v e d in a b o v e v ie w

1 C oil T e rm in a ls 7 R atch et W heel 12 S olenoid C oil A sse m b ly

2 S olenoid P lu n g e r 8 V alve A ssy . M tg. S c re w s 13 P iv o t P in
3 A c tu a to r P la te T ang 9 V alve A ssem b ly 14 P is to n A c tu a to r P la te
4 C am F o llo w er U pper P in 10 R a tch e t Dog 15 R atc h et W heel S pring
5 R a tc h e t P aw l 11 Dog R etain in g Screw 16 R a tc h e t P aw l S p rin g
6 C am F o llo w er L o w er P in

Figure 2 5 —W asher Pump M echanism

3. If solenoid p lu n g er p u lls in c o rre c tly , m an­
u ally a c tu a te th e cam fo llo w er low er pin and ob­
s e r v e if pump p isto n and a c tu a to r p la te o p e ra te
fr e e ly . L o cate and c o r r e c t cau se if binding o c c u rs.
4. A ttach a hose to the la rg e o r intake p ip e.
You should be able to blow, but not draw , through
intake pipe (fig. 24).
5. A ttach a hose individually to each of the
s m a ll exhaust p ip e s. You should be able to draw ,
but not blow, thro u g h th em . If any of the valves
allow a i r to p a s s in both d ire c tio n s , the valve a s ­
sem b ly is defective and m u st be rep laced .
PU M P DISASSEMBLY AND ASSEMBLY (F ig. 25)
1. R em ove w a sh e r pum p co v er.
2. R em ove ra tc h e t dog re ta in in g sc re w . Hold
s p rin g loaded so len o id p lu n g er in p o sitio n and
c a re fu lly lift the so len o id a sse m b ly and ra tc h e t
dog off the fra m e of th e pum p.
3. D isconnect ra tc h e t paw l sp rin g . R em ove
ra tc h e t paw l re ta in in g rin g and slid e ra tc h e t paw l
off cam fo llo w er shaft.
4. Move ra tc h e t w heel sp rin g out of shaft
groove and slid e ra tc h e t w heel off shaft.
5. P u ll pump housing away fro m fra m e until
housing g ro o v es c le a r fra m e . Rem ove a c tu a to r
p la te fro m ra tc h e t w heel and cam follow er sh a fts.
6. R em ove s c re w s th at a ttac h valve assem b ly
to pump housing. S ep a ra te valve asse m b ly fro m
pum p housing.
NOTE: O b se rv e d irec tio n of p ip e s b efo re r e ­
moving pipe a sse m b ly fro m pump housing.
7. To a sse m b le , r e v e r s e "R e m o v a l" p ro c e d u re
NOTE: D uring re a sse m b ly , be s u re g a sk e t b e ­
tw een housing and valve p la te is p ro p e rly p o sitio n ed
in the housing and valve p la te g ro o v es. A lso, be
s u re trip le O -rin g is p ro p e rly in sta lle d betw een
valve body and pipe assem b ly . H ose connections
on pipe a ssem b ly should be pointed in sa m e d ir e c ­
tion a s o rig in a l p o sitio n .

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. I B - 18

SECTION IB

Q(uujje4iii04wi Gab \9n clu del tMeatirUf Sy&tem)

C ontents of th is se c tio n a r e lis te d in Index below:

S ubject P ag e No.
C ab D e sc rip tio n ................................................................................................................... B-18
Cab M ountings ....................................................................................................................... B-18
Cab S e a l i n g ...............................................................................................................................B-18
Cowl V e n tila to r G rille R e p l a c e m e n t .............................................................................. B-18
Side Cowl V e n tila to r R e p l a c e m e n t ..................................................................................B-20
S eats ..........................................................................................................................................B-21
D oor A s s e m b l y ....................................................................................................................... B-25
Cab R e p l a c e m e n t ................................................................................................................... B-31
H e a te r - G e n e ra l D e sc rip tio n ......................................................................................... B-32

NOTE: M aintenance in fo rm atio n on painting, w indshield g la ss, and w indshield

w ip e rs w hich is com m on to a ll ty p es of cab s is explained a t beginning of th is group
in "GENERAL MAINTENANCE" (SEC. 1A). Inform ation on sh e e t m etal com ponents
is c o v e re d in SHEET METAL (SEC. 11) of th is m anual.

CAB DESCRIPTION u p p e r and lo w er cushion a sse m b ly a s shown in

The b a sic conventional cab is of a ll s te e l
w elded co n stru c tio n (fig. 1). Cab sid e co n stru c tio n
c o n sists of a o n e -p ie c e body door opening fra m e
which a s s u r e s m o re p o sitiv e sealin g aro u n d the
door when closed.
The o n e -p ie c e ro o f p anel has longitudinal
ribbing to stiffen and re in fo rc e the roof. The flo o r
p an el, a lso of o n e -p ie c e c o n stru c tio n e lim in a te s
jo in ts, po ck ets and s e a m s w hich n o rm ally a c t a s
m o istu re tr a p s . In m o st c a s e s , a ll paneling p ie c e s
a r e la p -jo in te d and w elded fo r m axim um in se a lin g
and s tru c tu r a l stre n g th .
F ro n t o u tsid e a i r in tak e is lo cated at top cen ­
te r of cowl. Opening and clo sin g of intake is con­
tro lle d by p u sh -p u ll le v e r a t top of d ash p an el.
O utside a ir fo r th e heatin g s y ste m e n te rs through
a s e p a ra te lo u v ered opening at rig h t sid e of cowl.
D oors a r e of doub le-w all c o n stru c tio n . L ow er
in n e r p an el of door h as a cu t-o u t allow ing a c c e s s
to door co n tro l m e c h a n ism fo r ad ju stm e n t and
p a r ts re p la c e m en t. H o riz o n ta l s lo ts in door hinge
a sse m b ly p ro v id e s fo r ad ju stm e n t of door in cab
opening. D oor vent window is of fric tio n -ty p e w ith
p o sitiv e th e f t- r e s is ta n t la tc h .
The w indshield u se d on a ll conventional cab
m odels co v ered in th is m anual is of the o n e -p ie c e
ty p e.
CAB MOUNTINGS
*
F o u r point type cab m ountings a re u se d on
th e s e v e h ic le s. The fro n t mount c o n s ists of an
fig u re 2. Cab r e a r m ounts a r e of the c o m p re ssio n
type (fig. 3), u tilizin g ru b b e r b isc u it cu shions. T his
c o m p re ssio n -ty p e mounting is re a d ily re p la c e d by
rem oving one m ounting bolt.
At re g u la r in te rv a ls , a ll cab m ountings should
be checked fo r loose attaching p a r ts and fo r d e­
te r io r a te d o r co llap sed ru b b e r cu sh io n s.
Any one cab m ounting can be re a d ily re p la c e d
a f te r rem oving the w eight of cab at th a t p a r tic u la r
m ounting.
IMPORTANT: R aise cab only to height n e c e s ­
s a ry to re p la c e mounting com ponents. If cab is
r a is e d too high, dam age to vehicle o p eratin g con­
tr o ls , w iring and lin e s may o c cu r. B e fo re low ering
cab, be s u r e cushion is p ro p e rly c e n te re d betw een
fra m e and cab.
CAB SEALING
Cab co n stru ctio n d e ta ils showing location and
ap p lication of sea lin g com pound and u n d ercoating
a r e shown in fig u re 4. In se rv ic in g com plete p a n els
o r only a p o rtio n of a p a r tic u la r sectio n it is h e lp ­
ful to know w here the pan el is se a le d .
COW L VENTILATOR GRILLE
REPLACEMENT
(R efer to F ig u re 5)
The plenum ch a m b er, lo c ated below the a ir
in le t g rille , can be flushed out w ithout having to
rem o v e the a ir in le t g rille fro m the cowl. H ow ever,

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. IB-19

CONVENTIONAL CAB

17

1 Heater Hole Cover Assembly 8 Pad Assembly and Defroster Outlet 15 Dome Lamp Assembly
2 hole Tapping - Dash and Toe 9 Ash Tray Assembly and Cover Cab and W /S Cowl 16 Door S ill Plate and Plugs Cab
3 Side Cowl Ventilator Cab and W /S Cowl 10 Instrument Pane! Compartment 17 Sunshade and Inside M irror
4 W /S Wiper Motor 11 Instrument Panel Compartment Door 18 Short and Long Arm Mirror
5 W /S Washer Ja r and Hoses 12 W /S and Back Window Installation 19 Seat Belt Installation
6 W /S Wiper Linkage 13 Transmission Cover 20 Fuel Caution Plate
7 W /S Wiper Blades 14 Dash Mats and Floor Insulators 21 Body Mounting T-3650

Figure 1—Cab and Components (Typical)

Figure 2 —Cab Front M ounting Figure 3 —Cab Rear M ounting

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. IB-20

CONVENTIONAL CAB

1 H inge P illa r to Cowl 5 Roof O u te r & B ack

Side & Cowl Top
to P len u m
2 D ash P a n e l & Cowl
Side P a n e l to F lo o r
Panel
3 H inge P il l a r & L ock
P il l a r
4 U n d erco atin g
Panel
6 Roof O u te r & F ro n t
P an el
7 U pper C ab & D rip
M olding C ab -
W indshield P i l l a r
to W indshield Figure 6 —Side Cow l Ventilator
H e a d e r to R o c k e r
T-6417-1 if n e c e s s a ry , a ir in let g rille can be re a d ily r e ­
m oved fro m cowl opening a s follow s:

Figure 4 —Cab Sealing Area

1. Rem ove w indshield w ip er a rm s fro m w iper
pivot sh a fts.
2. R a ise hood and rem o v e sc re w s, retain in g
cowl v e n tila to r g rille and cowl hood ledge s e a l.
3. Rem ove fo u r s c re w s fro m the r e a r r e c e s s ­
ed lo u v e rs.
4. Rem ove the six sc re w s re ta in in g the fro n t
of the g rille to the cowl.
5. Rem ove the two la r g e r siz e s c re w s fro m
each end of the g rille at the fo rw a rd c o rn e rs .
6. Rem ove one sc re w each sid e w hich is ex­
p o se d when the door is opened.
7. In spect cowl hood ledge se a l fo r fatigue o r
c u ts and re p la c e if n e c e s s a ry .
8. R e v e rse rem o v al p ro c e d u re to in sta ll.

SIDE COW L VENTILATOR

REPLACEMENT

The e n tire ou tlet valve assem b ly may be r e ­

m oved fro m the vehicle by rem oving two sc re w s
Figure 5 —C ow l Ventilator G rille Intake and d e p re ssin g the p in s. R e fe r to fig u re 6.

The quality of m aintenance is a s im p o rtan t

a s the re g u la rity w ith w hich it is se rv ic e d .

CHEVROLET 40-60 TRUCK SERVICE MANUAL


SEATS
NOTE: No a tte m p t is m ade h e re in to co v er a ll
the a v a ila b le optional s e a ts .
SEAT REPLACEMENT
NOTE: Seat w ith slid e a d ju s te rs and se a t back
can be rem oved a s a u n it.
1. R em ove fo u r cap s c re w s and w a sh e rs which
a tta c h each se a t to cab flo o r (fig. 7).
2. T ilt s e a t back fo rw a rd , then lift se a l a s ­
sem b ly fro m cab.
3. Seat a d ju s te r can be rem o v ed fro m se a t
a f te r disengaging end of s e a t re tu rn sp rin g and
locking. R em ove ro d and fo u r cap s c re w s and w ash ­
e r s attach in g a d ju s te rs to s e a t.
4. In s ta ll s e a t a d ju s te r s to se a t w ith eight
attach in g cap s c re w s and w a s h e rs .
ADJUSTMENT
Seat is p ro v id e d w ith two a d ju stm e n ts. A le v e r
a t left of cab fo r p o sitio n in g s e a t " F o r e '’o r "A F T ."
P u sh down on le v e r to disengage s e a t p o sitio n lock.
An ad ju stin g sc re w is p ro v id e d at each sid e of the
s e a t back fra m e fo r tiltin g s e a t back to the p o s i­
tion d e s ire d . The r e le a s e action of rig h t-h a n d
a d ju s te r lock m ay be a d ju ste d by kinking the lo c k ­
ing rod.
NOTE: A m inim um c le a ra n c e of 7 /1 6 ” should
e x ist betw een the s e a t back and gas tank.
LEVEL RIDE SEAT SERVICE
To get full b en efit fro m the optional lev el rid e
s e a t, p ro p e r ad ju stm e n t is of p rim a ry im p o rta n ce .
Sec. IB-21
CONVENTIONAL CAB
BACK REST ADJUSTMENT
To ad ju st back r e s t angle (A, fig. 8), d e p re s s
top of se a t back and move to d e s ire d p o sitio n .
FORE AND A FT ADJUSTMENT
Any point w ithin the 4 -in c h tra v e l m ay be s e ­
le c te d by moving le v e r (B) in fig u re 8, to w ard the
rig h t-h a n d sid e of the vehicle to disengage se a t
lock.
SEAT TORSION BAR ADJUSTMENT
(R efer to F ig s. 8 and 10)
The ra tc h etin g a d ju s te r le v e r (C, fig. 8) r e g ­
u la te s the am ount of w eight the se a t w ill su p p o rt.
P r o p e r a d ju stm en t p la c e s the up and down tra v e l
of the se a t su sp en sio n of the m idpoint, lim itin g
the o c c u rre n c e of bottom ing o r topping of the
su sp en sio n .
P r o p e r ad ju stm en t is in d icated by the rid e
lev el in d ic a to r (fig. 10), w hich is lo ca ted behind
left fra m e u p rig h t. P o sitio n 3 in fig u re 10 in d ica tes
c o r r e c t ad ju stm en t (tip ju st flu sh w ith fo rw a rd
edge of u p rig h t). If se a t is too stiff, the in d ic a to r
w ill be in p o sitio n 1; if too soft, in positio n 2. Ad­
ju st fo r p o sitio n 3 by m oving le v e r (C, fig. 8).
D irec tio n of ra tc h e tin g action may be changed by
m oving c o n tro l a t b a se of le v e r. T urning le v e r
Figure 8 —Level Ride Adjustm ent
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. IB-22

CONVENTIONAL CAB

Figure 9 —Exp lo d ed V iew of Level Ride Seat

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. IB-23

CONVENTIONAL CAB

clockw ise in c re a s e s th e am ount of w eight the se a t

w ill su p p o rt.

LEVEL RIDE SEAT SERVICE

NOTE: Key n u m b e rs in follow ing tex t r e f e r

to fig u re 9.

TORSION BAR

R em oval
1. Wedge u p p er s e a t in top p o sitio n by using
wood sh im u n d e r tube lo c a te d u n d er fro n t of se a t
cushion o r by sh im u n d er tube lo c a te d below back
cushion.
2. R em ove p re lo a d on to rs io n b a r s by ro ta tin g
a d ju s te r le v e r a sse m b ly (30) co u n terclo ck w ise un­
til a d ju s te r a sse m b ly is d isengaged fro m se a t.
3. D isengage back cushion fro m s e a t a s s e m ­
bly by rem oving b o lts and lock w a s h e rs (52 and 47).
4. D isengage s e a t cushion fro m a sse m b ly by
rem o v in g n u ts, lock w a s h e rs and w a sh e rs (48, 47,
and 46). Move s e a t cushion fo rw a rd to fre e ru b b e r
r o lle r s (45) fro m housing u n d er s e a t cushion.
5. R em ove rig h t-h a n d sid e p anel a ssem b ly
(29) by tapping out sid ew ay s. T h is allow s yoke (26)
to drop f r e e (figs. 10 and 11).
6. R em ove to rs io n b a r s e t (27) fro m tube. Figure 10—Ride Level Indicator

In sta lla tio n tube at le ft-h a n d sid e of se a t.

1. I n s e r t to rs io n b a r s e t (27) in tube being 2. R eplace rig h t-h a n d side panel a sse m b ly
s u r e th at b a r s a r e engaged in r e ta in e r (25) in side (29) w ith yoke (26) held in positio n in sid e housing

1 B a s e A ssy ., w /B e a rin g s 21 Shock A b so rb e r A ssy. Kit 40 A d ju ster

2 O u te r L e v e r A ssy ., w /P in s 22 Shock A b so rb e r A ssy ., 41 W ash er, P la in 5/16 Thick
and B e a rin g s w /B e a rin g s 42 Lub. F ittin g s (3/32 Shank)
3 B e a rin g , F langed 23 B e a rin g K it (Shock A b so rb er) 43 Knob (P lastic)
4 P in -D riv e 24 B e arin g , Flanged 44 T h ru st W asher
5 C e n te r L e v e r A ssy . 25 R e ta in e r (T -B ar) 45 R o lle r and B e a rin g A ssy .,
6 B e a rin g , H ousing, L .H . 26 Yoke (A djuster) (Rubber)
7 B e a rin g , H ousing, R .H . 27 T o rsio n B a r Set 46 W asher, P la in 5 /16 S.A .E.
8 R o lle r and B e a rin g A ssy . (2 B a rs p e r Set) 47 Lock W asher, 5/1 6 S .A .E .M ed .
9 Stud 28 Side P an e l A ssy ., L.H. 48 Nut, Hex. 5/1 6 -1 8 (UNC-2B)
10 Snap Ring 29 Side P a n el A ssy ., R.H. 49 B um per (Topping)
11 W ash er, P la in 30 A d ju ste r Screw and L e v e r 50 Seat A d ju ster, R.H.
12 Lock W a s h e r,3 /8 S.A .E . Med. A ssy. 51 Seat A d ju ster, L.H .
13 Nut, Hex. 3 /8 -1 6 (UNC-2B) 31 G ear 52 Cap Screw , 5/1 6 -1 8 x 5 /8
14 B e a rin g , F langed 32 A d ju ste r Screw 53 B u m p er (Bottom)
15 W ash er, 33 L e v e r A ssy . 54 Seat Cushion A ssy .
P la in 7 Ga. x 17/32 x 7 /8 34 W asher 55 C over A ssy ., Seat Cushion
16 Shock L e v e r A ssy . Kit 35 Spring (Tension) 56 P ad, Seat Cushion
17 Shock L e v e r A ssy. 36 A corn Nut (Self Locking) 57 B ack Cushion A ssy.
18 Hinge Shaft, Shock 37 P in , D rive 58 U n iv ersal R is e r Kit
19 Hinge Shaft, Shock, R e a r 38 W a sh e r, P lain 59 F a s te n e r C lip, C ushion
20 R oll P in 39 T h ru st B all B earin g 60 R ide L evel In d ica to r

Legend for Figure 9

CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. IB-24

CONVENTIONAL CAB

Figure 11 —Side Panel Rem oved

in sid e p an el. Engage yoke (26) on fre e end of

to rsio n b a r s e t (27).
3. L ine up sid e p a n e ls rig h t-h a n d and le ft-
hand re ta in in g the 2 0 -in ch dim ension o v e r sid e
p a n e ls.
4. R e a sse m b le s e a t cushion moving fro m fro n t
of se a t to w ard r e a r in o r d e r to engage ru b b e r r o ll­
e r s (45) p ro p e rly in housing u n d er s e a t cushion.
5. R e a sse m b le back cushion.
6. R eplace p re lo a d a d ju s te r a sse m b ly being
s u re th a t ite m s (38 th ru 41) a r e in th e ir p ro p e r
p o sitio n s. Engage yoke (26) hooked ends o v er lugs
on a d ju s te r pin (40).
7. P re lo a d to rs io n b a r s by ro ta tin g a d ju s te r
le v e r a sse m b ly (30) clockw ise (figs. 9 and 12).
8. Rem ove wood sh im s .
p ro c e d u re s im ila r to o p eratio n 2, of "T o rsio n B a r
R em o v al." Do not disengage a d ju ste r a sse m b ly .
3. Rem ove s e a t cushion following o p eratio n
4, of "T o rsio n B a r R em oval."
4. W ire side panel a sse m b lie s (28 and 29)
a c ro s s fro n t of se a t to re ta in th e ir p o sition (19%"
fro m o u ter s u rfa c e to o u te r su rfa c e ).
5. Rem ove two snap rin g s (10) fro m ends of
hinge shaft (18) at fro n t of shock a b s o rb e r.
6. Rem ove hinge sh aft (18) by tapping out fro m

LEV EL RIDE SEAT SHOCK ABSORBERS

R em oval
1. Wedge u p p e r s e a t in top p o sitio n following
o p e ratio n 1, of "T o rs io n B a r R em o v al."
2. Rem ove p re lo a d on to rs io n b a r s follow ing

Figure 14—Seat Lubrication Fitting

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. IB-25

CONVENTIONAL CAB

le ft-h a n d to rig h t-h a n d sid e . T his o p e ra tio n fre e s
two w a s h e rs (15).
7. R em ove two ro ll p in s (20) fro m hinge shaft
a t r e a r of shock a b s o rb e r. U se s m a ll d ia m e te r
punch.
8. R em ove hinge sh aft (19) at r e a r of shock
a b s o rb e r. T h is f r e e s shock a b s o rb e r.
In sta lla tio n
1. With shock a b s o rb e r (22) in p ro p e r position,
re p la c e hinge sh aft (19) a t r e a r of shock. (Also
r e f e r to fig. 13.)
2. R ep lace two ro ll p in s (20) in hinge shaft,
locking ro ll pin on rig h t-h a n d sid e in nibs in b en t-
up e a r.
3. R ep lace hinge sh aft (18) at fro n t of shock
a b s o rb e r, d riv in g sh aft fro m rig h t-h a n d to le ft-
hand sid e . S e rra te d end of shaft to e n te r shock
le v e r (17) la s t. D rive shaft through two w a sh e rs
(15) and through shock a b s o rb e r loop.
4. R eplace two snap rin g s (10) a t ends of fro n t
hinge sh aft (18).
5. L ine up sid e p a n els rig h t-h a n d and le ft-
hand re ta in in g the 19%" dim ension o v er sid e p a n e ls.
6. R e a sse m b le se a t cushion follow ing o p e r­
ation 4 of " T o rsio n B a r In sta lla tio n ."
7. P re lo a d to rsio n b a r s by ro ta tin g a d ju s te r
le v e r a sse m b ly (30) clockw ise.
8. R em ove sh im s.
LEV EL RIDE SEAT LUBRICATION
L u b ric atio n fittin g s a r e shown in fig u re 14.
L evel rid e se a t should be lu b ric a te d w henever
v ehicle is lu b ric a te d .

DOOR ASSEMBLY
DO O R REPLACEMENT a ffec t th e p e rfo rm a n c e of vital com ponents and
s y s te m s , a n d /o r could re s u lt in m a jo r re p a ir ex­
R em ove the door a sse m b ly fro m the body by p e n se . They m u st be rep lac ed w ith one of the sam e
rem oving the hinges fro m th e door. p a r t n um ber o r w ith an equivalent p a r t if re p la c e ­
m ent becom es n e c e s s a ry . Do not u se a re p la c e ­
DOOR ADJUSTMENT m ent p a r t of le s s e r quality o r su b stitu te design.
T orque values m u st be used a s sp ec ified during
D oor ad ju stm e n t may be acco m p lish ed a t two re a sse m b ly to a s s u r e p ro p e r reten tio n of th is p a rt.
p la c e s; a t the hinge s tr a p s - to - d o o r p an el and a t
the hinge c a g e - to - p illa r . B efo re a d ju stm en t is A djustm ent of the door lock and s tr ik e r p la te
m ade on any door, how ever, th e s tr ik e r p la te should should be m ade a f te r the door hinges have been
be rem oved. The d oor can be m oved fo re , aft, up a sse m b le d to the d o o rs.
and down at the hinge p illa r and the door also can
be moved in o r out at the h in g e -to -d o o r p an el.
H ow ever, in o r d e r to a d ju st the door a sse m b ly at
th e body h in g er p illa r it is n e c e s s a ry to u se sp ec ia l
door hinge bolt w ren ch Tool (J-22585) (fig. 15).
Move door a s re q u ire d and tig h ten b o lts.
T he door should have a n o rm a l c le a ra n c e of
5 /3 2 " aro u n d th e e n tire lip of door except at the
bottom w h ere it should be %" fro m the door s ill.
The door should be ad ju sted in the opening so
th e edge of the door a c r o s s th e top and a lso at the
lock sid e is p a r a lle l w ith the body opening a s n e a r ­
ly a s p o ssib le .
T ighten b o lts to 20 to 25 foot-pounds a fte r
ad ju stm e n t and re p la c e and a d ju st the door s tr ik e r
p la te a s outlined l a te r u n d er "D oor L ock and
S trik e r P la te ."

DOOR LOCK AND STRIKER

REPLACEMENT

NOTE: D oor lock s t r ik e r and attach ing sc re w s

a r e im p o rtan t a tta c h in g p a r ts in th at they could Figure 15—Door Hinge Bolt Wrench J-2 2 58 5 (Typical)

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. IB-26

CONVENTIONAL CAB

sw ings into the s tr ik e r asse m b ly w ith 0.10” c le a r ­

NOTE: R e fe r to "D oor Lock R e p la c e m e n t”
la te r in th is sectio n fo r the door lock re p la c e m e n t.
R em ove and re p la c e fo u r b o lts fo r rep lacin g
the s tr ik e r p la te a t the door lock p illa r and ad ju st
a s re q u ire d following:
ADJUSTMENT
1. P o sitio n s t r i k e r a sse m b ly on body lock s tr ik e r p late to p o sitio n the s tr ik e r asse m b ly l a te r ­
p illa r so th at the ro to r c o v e r o u te r face on th e door
PILLAR STRIKER
MOUNTING DEPRESSIONS
ance to the lock ro to r co v er. U se sp e c ia l b u rre d
sh im s a s re q u ire d (fig. 16).
NOTE: U nder u su a l conditions, sh im s a r e not
re q u ire d .
2. V e rtic a l slo ts a r e pro v id ed in the body lock
p illa r to v e rtic a lly p o sitio n the s tr ik e r so th a t the
lock ro to r and ro to r co v e r assem b ly sw ing sm ooth­
ly into the opening betw een the te e th and s tr ik e r
wedge block (fig. 17).
NOTE: The lock ro to r co v er a sse m b ly m ust
c le a r the s tr ik e r p la te as the lock e n te rs the
s tr ik e r .
3. As an a id to s tr ik e r ad ju stm en t, outline the
s tr ik e r in pen cil o r crayon fo r u se a s a b a se fo r
a d ju stm e n t. H o rizo n tal slo ts a r e p ro v id ed in the
ally so th at the door o u te r su rfa c e is flu sh w ith
the p illa r su rfa c e at the door r e a r edge w ithin
1 /1 6 ” (fig. 18).
NOTE: The s tr ik e r in n e r edge m ust be p a ra lle l
to the s tr ik e r m ounting d e p re ssio n on th e p illa r .

DO O R CHECK AND UPPER HINGE

The door check is p a r t of the fro n t door u pper
hinge. The new fro n t door check hinge com bination
allow s a fric tio n load to hold the door in any p o s i­
tion betw een full open and closed. The fro n t door
ch eck-hinge a sse m b ly is re p la c e d a s a com plete
unit a s follow s:

Figure 17—Lock Rotor Cover Assem bly and Striker Plate
REMOVAL
1. Rem ove w indshield w iper blade a s s e m b lie s .
2. Rem ove cowl vent g rille s c re w s and lift off
g rille .
3. L oosen fro n t fen d er r e a r b o lts.
4. W ith sp e c ia l Tool (J-22585) rem ove th re e
b o lts se c u rin g fro n t door u p p er hinge to cowl p illa r.
R e fe r to fig u re 15.
a. Rem ove the door to u p p er hinge reta in in g
b o lts.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. IB-27

CONVENTIONAL CAB

b. W ith aid of an a s s is ta n t to su p p o rt w eight

of door, rem o v e the door to lo w er hinge re ta in in g
b o lts and rem o v e door.

INSTALLATION
1. In sta ll hinge s e c u re ly on p illa r in sam e
lo c a tio n a s b e fo re rem o v ed .
2. W ith the aid of an a s s is ta n t fa ste n the door
to th e hinge.
3. A djustm ent of the door lock and s tr ik e r
p la te should be m ade a f te r th e door is p o sitioned
in the opening.
4. P o sitio n s tr ik e r a sse m b ly on body lock
p illa r so the ro to r c o v e r o u te r face on the door
sw ings into the s tr ik e r a sse m b ly w ith 0.10 inch
c le a ra n c e to th e lock r o to r c o v e r. U se sp e c ia l
b u r r e d sh im s a s re q u ire d .
NOTE: U sually sh im s a r e not re q u ire d .
5. As an aid to s t r i k e r ad ju stm en t outline the
s t r i k e r in p e n c il o r cray o n fo r u se a s a b a se fo r Figure 19—Vent A ssem bly Inner Door Panel Attachm ent
a d ju stm e n t. H o rizo n tal s lo ts a r e p ro v id ed in the
s t r i k e r p la te to p o sitio n th e s tr i k e r a sse m b ly la t­ 1. L ow er the v e n tila to r a sse m b ly into the door
e ra lly so th at th e door o u te r s u rfa c e is flu sh w ith fra m e ; c e n te r into p o sitio n .
th e p illa r s u rfa c e at the door r e a r edge w ithin 1 /1 6 ". 2. Make c e rta in the ru b b e r lip is positio n ed
R e fe r to fig u re 18. b efo re tightening s c re w s .
NOTE: The s t r i k e r in n e r edge m ust be p a ra lle l 3. Slide door g la ss fo rw a rd engaging g la s s in
to the s t r ik e r m ounting d e p re ssio n on the p illa r . vent channel.
6. T ighten fro n t fe n d e r r e a r bolt, re p la c e cowl
vent g r ille w ith s c re w s and in s ta ll w indshield w ip er
b la d e s.

DOOR VENTILATOR ASSEMBLY

REPLACEMENT

REMOVAL
NOTE: The channel betw een th e door window
g la s s and door vent is rem o v ed a s p a r t of the vent
a s s e m b ly .
1. R egulate the door window g la s s to the full
down p o sitio n .
2. R em ove one clip each fro m the door lock
handle and window re g u la to r handle u sing Tool
(J-9 8 8 6 ).
3. R em ove fo u r tr im p an el s c re w s and tr im
p a n e l. R em ove w a te r d e fle c to r (fig. 22).
4. R em ove the b ottom two s c re w s d ire c tly b e ­
low th e window re g u la to r m ech an ism (fig. 19).
5. Slide door window g la s s r e a rw a rd away
fro m ven tilatio n .
6. Rem ove th r e e sh e e t m etal s c re w s at the
u p p e r fro n t of the door (fig. 20).
7. T u rn the vent a sse m b ly 90 d e g re e s and
c a re fu lly rem o v e by guiding up and out (fig. 20).

INSTALLATION
NOTE: R ep lace th e door window g la s s and
re g u la te to th e full down p o sitio n b e fo re in sta llin g
th e door v e n tila to r a sse m b ly . Figure 2 0 —Vent W in dow A ssem bly Removal

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. IB-28
CONVENTIONAL CAB
Figure 21 —A dju stin g Ventilator O perating Tension
4. A ttach th e two s c re w s below re g u la to r a s ­
sem bly.
5. In s ta ll and tigh ten the th re e s c re w s at the
u p p er fro n t of the door.
ADJUSTMENT
1. A djust the v e n tila to r adjusting nut by tu rn ­
ing clockw ise to in c re a s e op eratin g ten sio n (fig. 21).
2. A fte r m aking a d ju stm e n t bend ta b s o v e r the
hex nut.
3. In sta ll w a te r d e fle c to r (fig. 22). In sta ll
fo u r tr im p anel s c re w s and tr im p an el.
Figure 2 2 —Regulator A ssem bly and Glass
4. In sta ll door and window re g u la to r handles
in h o rizo n tal positio n w ith handles pointing fo rw a rd
and window fully clo sed .
DOOR VENTILATOR GLASS
REPLACEMENT
1. U sing an oil can o r s im ila r m ean s, sq u irt
P rep so l o r e q u iv a le n t o n th e glass fille r all a ro u n d
th e glass c h a n n e l o r fra m e t o s o fte n th e oil seal.
When the s e a l has softened, rem o v e g la ss fro m
the channel.
2. Thoroughly clean the in sid e of the g lass
channel w ith san d p ap er, rem oving a ll r u s t, etc.
3. U sing new g la ss channel f ille r , cut the p iece
to be in sta lle d two inches lo n g e r than n e c e s s a ry fo r
the channel. P la c e th is p ie c e of f ille r (soapstoned
sid e of f ille r away fro m g lass) evenly o v er the
edge of the g la ss which w ill fit in the channel. The
e x tra f ille r extending beyond the r e a r edge of the
g la ss should be pinched to g e th e r to hold it in p la c e
during g la ss in sta lla tio n .
NOTE: One sid e of th is f ille r (the outside of
the roll) is soapstoned. T his is the sid e w hich goes
into the m etal channel.
4. B ru sh the in sid e of the m etal g la ss channel
fre e ly w ith o rd in a ry engine o il. T his w ill enable
the g la ss and f ille r to slid e fre e ly into the channel.
P u sh the g la ss w ith the f ille r around it into the
channel until it is firm ly se ated . A fter the g la ss
is firm ly in p lace , the oil so ften s the fille r , c a u s­
ing it to sw ell, th e re b y m aking a p e rfe c t, w a te r­
tig h t s e a l. T rim off the ex c ess f ille r m a te ria l
aro u n d the channel and at the ends of the channel.
NOTE: G lass should be in sta lle d so th at r e a r
edge is p a ra lle l to the division p o st. Allow full
c u re b efo re w a te r te stin g .
DOOR WINDOW ASSEMBLY
REPLACEMENT
1. C om pletely lo w er g la ss to bottom of door.
2. Rem ove in sid e door and window re g u la to r
h andles using Tool (J-9886). M ark locatio n of the
handles fo r c o r r e c t a sse m b ly .
3. Rem ove door a rm r e s t and tr im pad. R e­
m ove ra in sh ie ld (fig. 22).
4. M ask o r co v er u p p er po rtio n of door window
fra m e . Rem ove v e n tila to r a ssem b ly a s p rev io u sly
outlined.
5. Slide g la ss fo rw a rd until fro n t r o lle r is in
lin e w ith notch in sa s h channel. D isengage r o lle r
fro m channel.
6. P ush window fo rw a rd and tilt fro n t p o rtio n
of window up un til r e a r r o lle r is disengaged.
7. P ut window assem b ly in n o rm a l positio n
(level) and ra is e stra ig h t up and out.
8. R e v e rse above p ro c e d u re fo r in sta lla tio n .
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. IB-29

CONVENTIONAL CAB

DOOR W INDOW REGULATOR

REPLACEMENT
(R efer to F ig u re 22)
In o t e I

REMOVAL TRIM WEATHERSTRIP

1. Wind window a ll the way up. AS SHOW N. BUTT
2. R em ove the in sid e door handles w ith Tool ENDS & CEMENT TOGETHER
(J-9 8 8 6 ). M ark the lo catio n of the handles fo r c o r ­ TUBULAR SECTION
r e c t a sse m b ly . MUST BE OPEN T O Xw
3. R em ove door tr im pad se c u re d w ith four PROVIDE AIR PASSAGE . '
s c re w s . R em ove ra in sh ie ld (fig. 22).
4. R em ove four s c re w s se c u rin g re g u la to r to
in n e r p an el.
5. P u sh re g u la to r out of c ir c u la r opening NOTE]
w hile holding r e a r of a sse m b ly , then slid e a s s e m ­
STRIP WITH SALVAGE
bly to th e n otches in th e c a r r i e r channel and out
JOINT TO BE ,
thro u g h the door a c c e s s hole.
INSTALLED SO THAW
JOINT FALLS IN |
INSTALLATION VIEW A THIS AREA 7 I
In s ta ll re g u la to r in r e v e r s e o rd e r of rem o v a l.
L u b ric a te re g u la to r g e a rs w ith L u b rip la te.

DO O R OPENING WEATHERSTRIP
REPLACEMENT

Side door se a lin g in c o rp o ra te s an in n e r se a l. .7 6

1.0
T he in n e r s e a l is m ounted on the body opening VIEW B T-3667
w elding flange (fig. 23) and goes co m pletely around
th e p e rip h e ry of the opening. The m olded w e a th e r­
s tr ip m a te ria l is cem en ted (fig. 23).
S u ccess of w e a th e rs trip re p la c e m en t depends
Figure 2 3 —Door O pening W eatherstrip
e n tire ly upon the q uality of the cem ent u se d and the
c a r e w ith w hich it is ap p lied . A ll r u s t, ro a d d irt,
and g re a s e o r oil m ust be com pletely rem o v ed as
should a ll old cem en t and b its of old w e a th e rs trip .
A fte r rem o v in g a ll fo re ig n m a te ria l fro m door
opening s u rfa c e , wipe down w ith P re p s o l o r its
eq u iv alen t. U se only a good quality cem ent w hich
is m ade sp e c ia lly fo r w e a th e rs trip in sta lla tio n ,
follow ing the m a n u fa c tu re r's d ire c tio n s . P ro c e e d
a s follow s:
1. Open door and block open.
2. R em ove s ill p la te re ta in in g s c re w s and r e ­
m ove s ill p la te .
3. R em ove sid e door in n e r w e a th e rs trip s e a l.
4. R em ove u se d ad h esiv e fro m cab door open­
ing w ith ad h esiv e o r cem en t re m o v e r.
5. Apply ad h esiv e to cab opening.
6. In s ta ll m olded c o rn e r of in n e r w e a th e rstrip
s ta r tin g w h ere w indshield p o st joins the h e ad e r
p an el.
7. T rim in n e r w e a th e rs trip with a notch as
shown in fig u re 23 and b u tt ends to g e th e r.
8. R e in s ta ll s ill p la te and s ill p la te re ta in in g
s c re w s . Figure 2 4 —Installing Trim Panel Seal

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. IB-30
CONVENTIONAL CAB
Figure 2 5 —Handle and Lock O utside Door
DOOR TRIM PANEL SEAL
REPLACEMENT
1. Rem ove window re g u la to r and door re m o te
c o n tro l han d les. H andles a r e re ta in e d by c lip s.
2. R em ove tr im p an el fro m door (fig. 24).
T rim p anel is re ta in e d by fo u r s c re w s .
3. R em ove tr im p an el s e a l (fig. 24).
4. Apply cem ent to s e a l if n e c e s s a ry , then
s ta r t at one end of groove applying se a l.
Figure 2 6 —Lock Cylinder Installed
DOOR LOCK REPLACEMENT
(R efer to F ig u re s 25, 26, and 27)
The locks a r e of the fre e ro to r type. They in ­
clude a safety in te rlo c k fe a tu re . W here n e c e ssa ry ,
s tr ik e r s p a c e rs should be used to e n su re s a tis f a c ­
to ry lock and s tr ik e r engagem ent.
REMOVAL
1. R a ise window.
2. R em ove inside handles w ith Tool (J-9886).
M ark location of handles fo r c o r r e c t a ssem b ly .
3. R em ove tr im p an el.
4. R em ove re m o te c o n tro l s ill knob.
5. F ro m outside the door rem ove s c re w s r e ­
taining lock to door edge and lo w er the lock a s ­
sem bly.
6. R em ove sc re w s re ta in in g rem o te co n tro l.
7. R em ove lock, push button ro d and re m o te
co n tro l ro d a s an a sse m b ly (fig. 27).
INSTALLATION
1. T ra n s fe r rem o te ro d w ith clip to new lock.
2. Connect rem o te door handle ro d to lock
a fte r lock is positioned.
3. S ec u re lock sc re w s.
4. T e m p o ra rily in sta ll re m o te handle.
5. In sta ll rem o te co n tro l s ill knob.
6. Check a ll c o n tro ls fo r p ro p e r o p e ra tio n b e ­
fo re re in sta llin g tr im and handles.
Figure 2 7 —Remote Control and Side Door Lock
CHEVROLET 40-60 TRUCK SERVICE MANUAL

7. Rem ove re m o te handle.
8. In sta ll tr im pad.
9. S ecu re in sid e h an d les. P o sitio n h o rizo n ta l
w ith handles pointing fo rw a rd and window fully
clo sed .
DOOR LOCK CYLINDER ASSEMBLY
REPLACEMENT
1. R a ise door window and rem ove door tr im
pad.
2. W ith a s c re w d riv e r, o r o th e r su itab le tool,
slid e lock cy lin d e r re ta in in g clip (on door o u te r
panel) out of engagem ent and rem o v e lock cy lin d er.
3. To in sta ll, r e v e r s e rem o v al p ro c e d u re .
CAB REPLACEMENT
REMOVAL
NOTE: N e c e s s a ry equipm ent fo r efficient and
s a fe re p la c e m e n t of cab c o n s is ts of a chain hoist
(%-ton m inim um cap acity ), a slin g having padded
h a n g e rs, and two o r m o re su p p o rt blocks to r e s t
cab on once the cab is rem o v ed fro m c h a s s is .
1. D isconnect the b a tte ry .
2. R em ove the hood p a n e ls.
3. D rain cooling sy ste m if equipped w ith h e a te r
and d isconnect h e a te r h o se s a t cab cowl.
4. If equipped w ith a ir b ra k e s , exhaust the
p r e s s u r e fro m a ir sy ste m .
5. D iscon n ect a ll n e c e s s a ry w iring h a rn e s s e s
and c a b le s fro m cab o r c h a s s is .
6. If a i r conditioned, r e f e r to "AIR CONDI­
TIONING" se c tio n and open sy s te m and cap lin e s
o b se rv in g p re c a u tio n s found in above re fe re n c e s .
7. D etach a n d /o r d isco n n ect a ll lin e s betw een
cab and c h a s s is .
NOTE: Do not atte m p t to salv ag e clutch o r
b ra k e h y d rau lic fluid.
8. D isconnect a c c e le r a to r linkage at cab cowl.
9. D isconnect m ech an ical p a rk in g b ra k e .
10. R em ove c lo s u re p an el fro m cab flo o r at
tra n s m is s io n sh ift le v e r.
11. D isconnect sp e e d o m e te r cable a t t r a n s ­
m issio n o r a t the d ash u nit.
12. M ark fo r a lig n m en t p u rp o se s la te r , the
s te e rin g sh aft joint fla n g e -to -s te e rin g g e a r shaft,
then rem o v e th e flange clam p bolt. When cab is
r a is e d la te r , th is connection w ill s e p a ra te .
13. R em ove the cab m ounting b o lts.
14. W ith a h o ist slin g device having padded
h a n g e rs, open d o o rs and engage h a n g e rs to cab
door openings. DO NOT ATTACH HANGERS TO
DOORS.
NOTE: If slin g device of type d e sc rib e d above
is not a v a ila b le , a so lid hardw ood 4 x 4, TA feet
long, p o sitio n e d thro u g h th e cab w ith h o ist chain
Sec. IB-31
CONVENTIONAL CAB
DOOR LOCK REMOTE CON1ROL AND
CONNECTING ROD REPLACEMENT
(R efer to F ig u re 27)
The re m o te co n tro l is se c u re d to the door
in n e r panel by the th re e attaching b o lts.
1. R a ise door window and rem ove door tr im
pad.
2. R em ove b o lts se c u rin g rem o te co n tro l to
door in n e r p an el.
3. P ivot re m o te c o n tro l inboard slig h tly , to
disengage connecting rod, and rem ove re m o te
co n tro l fro m door.
4. To in sta ll, re v e r s e rem oval p ro c e d u re .
NOTE: C onnecting ro d can be rem oved at th is
point by disconnecting sp rin g clip fro m lock.
atta c h e d s e c u re ly to each end, can be u sed . P la c e
padding a t po in ts w here beam co n tacts cab.
15. R a ise cab and rem ove fro m c h a s s is .
INSTALLATION
1. P la c e cab m ounting com ponents in positio n
on c h a s s is fra m e b ra c k e ts . If d e sire d , m asking
tap e can be applied to re ta in loose p a r ts te m p o r­
a rily in p o sitio n .
2. C arefu lly lo w er the cab to c h a s s is and a t
sa m e tim e engage th e ste e rin g shaft to g e a r shaft
using m a rk s m ade p r io r to rem o v al fo r alignm ent.
T ighten sh aft clam p bolt (when used) to 35 to 40
foot-pounds to rq u e o r clam p bolt nut (when used)
to 40 to 50 foot-pounds to rq u e.
3. In sta ll balan ce of cab mounting com ponents.
4. C onnect sp ee d o m eter cable.
5. C onnect hand b ra k e if m echanical.
6. Connect a c c e le r a to r linkage.
7. C onnect a ll co n tro l and gauge lin e s.
8. Connect fuel lin e, if p re v io u sly d isconnected.
9. Connect h e a te r h o ses (if used ), then fill
cooling sy ste m .
10. S e rv ice the hy d rau lic b ra k e sy ste m , if
u sed .
11. S erv ice the clutch hy d rau lic sy ste m . U se
new fluid.
12. C onnect a ll e le c tric a l w irin g .
13. R e fe r to "AIR CONDITIONING" (SEC. IE)
la te r in th is se c tio n , fo r se rv ic e of the a ir condi­
tioning sy ste m , if u sed .
14. C onnect b a tte ry c ab les.
15. In sta ll hood p a n els and align, if n e c e s s a ry .
R e fe r to SHEET METAL (SEC. 11) of th is m anual.
16. R echeck a ll connections of w irin g , lin e s,
and co n tro l linkage.
17. W ith w heels blocked a s a safety m e a su re ,
s t a r t engine, then final check a ll connections and
linkage.
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. IB-32
CONVENTIONAL CAB
HEATER-GENERAL DESCRIPTION
DELUXE AIR-FLOW HEATER
C om ponents of the h e a te r a tta c h to the rig h t
sid e of th e f ir e w all. The blow er m o to r, h e a te r
c o re , and hose a sse m b ly m ount on the engine side
of the f ir e w all w hile the d is trib u to r ducting, and
c o n tro ls a r e u n d er th e d ash (fig. 28).
The h e a te r o p e ra te s on outside a ir only w ith
the blow er re c e iv in g its a ir-flo w fro m th e cowl
vent plenum c h a m b e r.
Engine coolant co n stan tly flow s through the
h e a te r c o re during engine o p e ra tio n . H e a te r output
is ad ju sted by v a ry in g th e a ir-flo w through the
s y s te m . A d ash -m o u n ted th r e e - le v e r c o n tro l s y s ­
te m is em ployed (fig. 29). One le v e r c o n tro ls the
d e fro s te r a i r d e fle c to r. The second le v e r opens
the a ir door and o p e ra te s the th re e -s p e e d fan
sw itch. The th ir d le v e r o p e ra te s a te m p e ra tu re
door w hich p a s s e s th e a ir-flo w e ith e r through the
h e a te r c o re , around the c o re , o r p a rtia lly through
and p a rtia lly around the c o re .
HEATER CONTROLS
DEFROSTER LEVER (F ig. 30)
Moving the " D E F .” (d e fro ste r) le v e r to the
rig h t, m oves an a i r d e fle c to r in th e d is trib u to r
duct w hich channels the a ir-flo w p a rtia lly o r fully
to the d e fro s te r a ir o u tle ts .
TEM PERATURE D O O R
D EFR O STER
DOOR
Figure 2 8 —D eluxe A ir-Flow Heater Schematic
AIR FAN LEVER (Fig. 30)
When "AIR FAN" le v e r is fully left, no a ir
p a s s e s through the s y s te m . Moving the le v e r to the
rig h t about o n e -th ird of its tra v e l opens the a ir
door in th e a ir d istrib u to r duct. Moving the le v e r
fu r th e r to the rig h t o p e ra te s the th re e -s p e e d b lo w -
e r sw itch.
HEAT LEVER (Fig. 30)
When "HEAT" le v e r is fully le ft, the te m p e r­
a tu re door in the blow er duct c a u se s the a ir-flo w
to b y p ass the h e a te r c o re . Moving the le v e r to the
rig h t m oves the te m p e ra tu re door allow ing som e
a i r to p a s s through the c o re and som e to bypass
the c o re . W ith the le v e r fully rig h t, a ll a ir flowing
th ro u g h the sy ste m p a s s e s through the c o re .
BLOWER ASSEMBLY REPLACEMENT
REMOVAL
1. D isconnect b a tte ry ground cable.
2. Support the rig h t fro n t of the hood in the
fully ra is e d p o sitio n .
3. C arefu lly s c rib e the hood and fen d er lo c a ­
tio n s of the rig h t hood hinge and rem o v e the hinge.
4. Unclip the blow er w ire at the blow er flange
te rm in a l and note o r m a rk the m otor flange p o s i­
tion in re la tio n to the blow er ca se .
BLO W ER A SSEM BLY
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. IB-33

CONVENTIONAL CAB

Figure 31 —D eluxe A ir-Flow Heater A ssem bly

5. R em ove the blow er assem b ly m ounting

s c re w s.
6. R em ove the blow er assem b ly (pry the
flange away fro m the c a s e ca re fu lly if the s e a le r
a c ts a s an ad h esive). T urn the m o to r until its
flange c le a r s the hood hinge.
7. Rem ove the nut which a tta c h e s the blow er
w heel to the m o to r sh aft and se p a ra te the asse m b ly .

INSTALLATION
1. A ssem b le the blow er w heel to the m otor
w ith the open end of the blow er away fro m the
m o to r.
2. In sta ll the a ssem b ly to the blow er c a se ,
connect ground s tra p , and connect the m o to r w ire .
3. R em ount the hood hinge aligning it c a r e ­
fully w ith the s c rib e d lin e s. Check hood alignm ent.
4. Connect b a tte ry ground cable.

HEATER ASSEM BLY

A IR
TEM P
T-3 8 2 2 INLfcT
FA N SW ITC H
M A N IFO LD

Figure 2 9 —D eluxe A ir-Flow Heater Controls

H O SE TO INLET
M A N IFO LD

H O SE TO W A T tR
W A TER PUMP PUMP
B U b H ,N G T-6429

Figure 3 0 —D eluxe A ir-Flow Heater Control Panel Figure 3 2 —Hearer hoses ( OU Series) (typ ica l)

CHEVROLET 40-60 TRUCK SERVICE MANUAL

' Sec. IB-34

CONVENTIONAL CAB

4. D isconnect h e a te r h o se s at the c o re tubes

(fig. 32).
5. U nder dash, rem o v e the se a l on the tem p ­
e r a tu r e door cable at the d is trib u to r duct a d a p te r
and disconnect the cable fro m the te m p e ra tu re door.
6. Rem ove the c a se reta in in g s c re w s and sheet
m etal nuts. P u ll the c a se away fro m the mounting
stu d s and in b oard to rem o v e it.
7. Rem ove the s c re w s w hich a tta c h the co re
r e ta in e r s to the c a se and rem ove the c o re .

NOTE: If d e sire d , the a i r duct and d is trib u to r

can rea d ily be se p a ra te d a s shown in fig u re 33.

INSTALLATION
1. R eplace the c o re in the case using non­
hardening s e a le r . A ttach the c o re w ith the c o re
r e ta in e r s and s c re w s .
2. Rem ount the c a se to the f ir e w all.
3. C onnect the te m p e ra tu re door cable to the
door and re p la c e the se a l.
4. Connect the h e a te r h o ses to the c o re tubes
(the hose to the w a te r pump a tta c h e s to the u p p er
c o re tube).
Figure 3 3 —Heater Distributor and Ducts 5. Connect the m otor w ire and b a tte ry ground
cable.
BLOWER, CORE CASE, AND 6. R efill the cooling sy ste m .
CORE REPLACEMENT
AIR DISTRIBUTOR DUCT ASSEMBLY
REMOVAL (Fig. 31)
1. D rain ra d ia to r. F ig u re 33 illu s tr a te s the a i r d is trib u to r duct
2. D isconnect b a tte ry ground cable. in sta lle d on v eh icles w ith D eluxe A ir-F lo w h e a te rs .
3. Unclip the b lo w er m o to r w ire at the b low er
flange te rm in a l.
DEFROSTER DUCT ASSEM BLY

The d e fro s te r hose and o u tle ts a sse m b lie s

a r e illu s tra te d in fig u re 34.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. IB-35 '

CONVENTIONAL CAB

CONTROL ASSEMBLY REPLACEMENT b e fo re in sta llin g c o n tro l assem b ly in dash. A ccess

REMOVAL (Fig. 30)
1. R em ove the co n tro l a sse m b ly retain in g
s c re w s a t the lo w er edge of the dash.
2. L ow er the unit and rem o v e the blow er
sw itch .
3. R em ove the c a b le s fro m the c o n tro l unit
one by one and mount th em in th e ir re sp e c tiv e po­
s itio n s on th e re p la c e m e n t u n it. C heck cable a d ­
ju stm e n t.
INSTALLATION
1. A ttach the b lo w er sw itch and w irin g to the
c o n tro l un it.
2. P la c e the unit in p o sitio n in the dash and
in s ta ll m ounting s c re w s .
CONTROL CABLES REPLACEMENT
(R efer to F ig u re 29)
R em ove th e c o n tro l a sse m b ly a s o utlined u n der
"C o n tro l A ssem b ly R ep lacem en t" and re p la c e the
affected cable o r c a b le s. C heck cab le a d ju stm en t
to the te m p e ra tu re door cable a t the h e a te r is
through the p la s tic se a l a t the duct a d a p te r.
BLOWER SWITCH REPLACEMENT
B low er sw itch rep lac em en t is co v ered a s a
p a r t of "C ontrol A ssem bly R e p lac em e n t." R e fe r to
th at se ctio n fo r the n e c e s s a ry ste p s.
RESISTOR UNIT REPLACEMENT
(R efer to F ig u re 35)
REMOVAL
1. R em ove glove box assem b ly .
2. Unplug h a rn e s s connector fro m r e s is to r
u n it. Rem ove the unit attaching s c re w s and rem ove
u n it.
INSTALLATION
1. P la c e r e s i s t o r unit in d is trib u to r duct and
in s ta ll attach in g s c re w s . Connect h a rn e s s connec­
to r to unit.
2. In sta ll glove box assem b ly .

R e fe r to "GENERAL MAINTENANCE" at beginning

of th is se c tio n fo r info rm atio n on stra ig h ten in g ,
re fin ish in g , and p ainting of cab w hich w ill apply.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. IB-36

CONVENTIONAL CAB

F o r All A ir C onditioning Inform ation R e fer to S ep arate

"AIR CONDITIONING" su b -se c tio n at end of th is sectio n .

Some solvent c le a n e rs a r e toxic and harm ful; th e r e ­

fo re , the follow ing safety p re c a u tio n s should be used:

1. Always u se in a w ell v en tilated a r e a . C a r windows

and g arag e d o o rs m ust be open when such c le a n e rs
a r e u sed .

2. Avoid prolonged o r re p e a te d b re ath in g of vapors

fro m c le a n e r.

3. Avoid p rolonged o r re p e a te d contact w ith the skin.

4. Keep away fro m eyes and mouth.

5. Som e c le a n e rs a r e flam m ab le and e v ery p rec au tio n

and c a re m ust be e x e rc ise d in handling th e se c le a n e rs .

6. Always follow d ire c tio n s sp ecified by the m anufac­

t u r e r of the p ro d u ct u se d (label d ire c tio n s).

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 1C-37

SECTION 1C
S teel *1iU QcM
M aintenance in fo rm atio n on w indshield w ip e rs, w indshield and r e a r
window g la s s re p la c e m en t, and cab painting is explained in "GENERAL
MAINTENANCE" se c tio n a t beginning of th is group. R e fe r to LUBRICA­
TION (SEC. 0) fo r cab lu b ric a tio n in fo rm atio n . C ontents of th is section
a r e lis te d in Index below:

S ubject P age No.

D e s c r i p t i o n ...................................................................................................... C-37
C ab T iltin g In stru c tio n s ............................................................................ C-38
C ab M ountings ......................................................................................... ..... C-38
I n s u l a t i o n .................................................................................................... ..... C-39
S eats ................................................................................................................. C-39
D o o r s ................................................................................................................. C-40
C ab V entilation and H eating ............................................................... ..... C-49
Cab R e p l a c e m e n t ........................................................................................... C-51
T o rsio n B a r R ep lacem ent ................................................................... ..... C-52
T o rsio n B a r T ension A d j u s t m e n t .................................................... ..... C-53

CAB DESCRIPTION Vent window in fo rw a rd p o rtio n of door is of

fric tio n -ty p e having a p o sitiv e th e f t- r e s is ta n t latch .
The s e r ie s 40 thro u g h 60 tilt cab is of a ll- F ric tio n m ech an ism c o n sists of a nylon bushing on
s te e l w elded c o n stru c tio n (fig. 1). Cab fully s u r ­ low er pivot of vent w hich e x e rts fric tio n a l fo rc e
ro u n d s engine and can be tilte d 55 d e g re e s to a g ain st te n sio n clam p m ounted to door p aneling.
expose engine fo r se rv ic in g . The cab tiltin g O utside a ir e n te rs cab through a vent d ire c tly
m e c h a n ism is in te g ra l w ith cab fro n t m ountings in fro n t of d riv e r and through the o u tside a ir h e a t­
and tiltin g is a cco m p lish ed by m ean s of a to rs io n ing sy ste m . A ir en try fro m outside of cab is m ade
b a r extending a c r o s s cab fro n t hinge m ountings. through a lo u v ered , rem ovable p an el, lo c ated in
One end of to rs io n b a r is an ch o red to cab, w h e re ­ fro n t c e n te r of cab ju st above ra d ia to r g rille open­
a s opposite end is an ch o red to c h a s s is . Cab is ing. A ir flow s through plenum ch am b er betw een
re ta in e d in lo w ered (operatin g ) p o sitio n by p o si­
tiv e locking m e c h a n ism lo c a te d at r e a r of cab.
A cc e ss fo r m in o r engine se rv ic in g , such a s
o il and engine coolant, is acco m p lish ed w ithout
tiltin g cab th ro u g h a c c e s s d o o rs in p an el at r e a r
of p a s s e n g e r s e a t and a t top of s e a t back r i s e r . A
co n cealed step is c o n stru c te d in flo o r of each door
opening. A lso, a c e n tra l isla n d shifting a r e a th at is
not d istu rb e d w ith the cab tilte d , is lo c a te d b e ­
tw een th e s e a ts . Isla n d co n tain s tra n s m is s io n shift
le v e r and hand b ra k e le v e r.

T w o -p iece w indshield is re ta in e d in cab open­

ings w ith a o n e -p ie c e ru b b e r s e a l expanded into
p o sitio n by a sm a ll ru b b e r in s e r t. No se a lin g com ­
pound o r cem ent is u sed . R e a r window g la ss and
r e a r sid e g la s s is re ta in e d in sa m e m an n er a s
w in d sh ield g la s s .
D o o rs a r e on sw in g -o u t type hinges w ith the
u p p e r hinge in c o rp o ra tin g a sp rin g -lo a d e d door
ch eck fo r holding door open. D oor is re ta in e d at
th e r e a r by a s t r ik e r bo lt on cab p illa r . O utside
h andles a r e s ta tio n a ry -ty p e sc re w re ta in e d to door
and have a p u sh b u tto n -ty p e la tc h co n tro l. Figure 1—Tilt Cab Interior Construction

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 1C-38

STEEL TILT CAB

2. At rig h t r e a r of cab rem o v e safety chain

hook.
3. W hile holding safety catch r e le a s e ro d to
th e rig h t, p u ll hold-dow n r e le a s e le v e r out and up­
w ard un til hold-down ca tc h becom es disengaged
and r e a r of cab r a is e s fro m m ount (fig. 2). T ilt
the cab com pletely fo rw a rd u n til check link at rig h t
fro n t m ounting locks cab safely in fu ll-tiltp o s itio n .
IMPORTANT: Make s u re check link is p r o p e r ­
ly engaged w ith fra m e an ch o r pin.

TO LOWER CAB (Fig. 2)

Figure 2 —Releasing Cab Hold-Down M echanism
o u te r and in n e r cab pan elin g and is d is p e rs e d to
h e a te r and vent o u tlet.
C ab is th re e -p o in t m ounted to c h a s s is . W eight
of cab a t fro n t is su p p o rte d on cab rig h t and left
tilt hinges and a su p p o rt b ra c k e t having ru b b e r
cu shio n s, su p p o rts cab a t r e a r c e n te r. Cab tilt hold-
down m ech an ism lo ck s cab firm ly on cu sh io n s.
The u n d e rsid e of cab is com pletely in su la te d
to deaden sound and p re v e n t c o rro s io n . A ru b b er
w e a th e rs trip around p e r im e te r of door is u se d for
sea lin g door to cab opening.
CAB TILTING INSTRUCTIONS
TO RAISE CAB (F ig . 2)
IMPORTANT: B e fo re tiltin g cab fo rw a rd , r e ­
move lo o se a r tic le s in cab; a lso p la c e tr a n s m is ­
sio n sh ift le v e r in n e u tra l and apply hand b ra k e .
1. C lose both d o o rs of cab.
IMPORTANT: B e fo re low ering the cab to o p e r­
ating p o sitio n , m ake s u r e tra n s m is s io n sh ift le v e r
is in n e u tra l p o sition and th at hand b ra k e le v e r is
in the applied p o sitio n .
1. R e le a se check lin k at rig h t fro n t m ounting
(see in se t, fig. 2) by pulling re a rw a rd on link r e ­
le a s e rod, then pull cab back to o p eratin g p o sitio n .
2. Safety catch at r e a r of cab w ill a u to m atic ­
ally becom e engaged. P u ll downward on hold-down
re le a s e le v e r and engage low er end of le v e r in
le v e r sp rin g catch, b rac k e t-m o u n ted to r e a r of cab.
3. Engage safety hook through m atching holes
in clip b ra c k e t and lug on le v e r by in s e rtin g the
chain hook fro m u n d e rsid e .
NOTE: The ra isin g and low ering effort of cab
can be ad ju sted a s d e s ire d by m eans of re lo c a tin g
to rs io n b a r an chor le v e r at left fra m e b ra c k e t. If
re q u ire d , m ake ad justm ent a s d ire c te d la te r u n d er
"T o rsio n B a r T ension A d ju stm en t."
CAB MOUNTINGS
Cab is th re e -p o in t m ounted w ith two p iv o t-ty p e
m ountings a t fro n t and twin cu shion-type m ountings
a t r e a r . R e fe r to fig u re 3 fo r ty pical view s of
m ountings.

, Lubrication Fitting
Cab Rear Support
Cab Hold-Down Catch
Return Spring

Sill Brackets
Hold-Down Catch
Release Rod

Cab Rear Mounting] Safety Cate

Cushions

Safety Catch
Release Rod

Release Rod Lever

ft -TT / •^ r’' * r x i^ iu Left

Frame Bracket Check Link
, "0 Frame Bracket
Release Rod
Check Link and
Release Rod

CAB FRONT M OUNTING CAB REAR M OUNTING

Figure 3 —Cab M ountings

CHEVROLET 40-60 TRUCK SERVICE MANUAL


A pply Adhesive
to Both Surfaces
Insulation Strip
Figure 4 —A p p ly in g Insulation
In te rc o n n e cte d w ith the cab fro n t m ountings is
a to rs io n b a r (fig. 3) w hich is u n d er load when cab
is in e ith e r th e o p eratin g o r f u ll-tilte d p o sitio n .
R ight end of b a r is an ch o red to cab b ra c k e t and
le ft end is a n ch o red by le v e r to fra m e b ra c k e t a s
shown in fig u re 3. B a r is unloaded when cab is
tilte d ap p ro x im a te ly 45 d e g re e s, th e re fo re , to rsio n
b a r a s s is ts o p e ra to r in both the ra is in g and lo w e r­
ing of cab.
CAUTION: UNDER NO C IR C U M ­
STA N CES SHOULD THE BO LTS WHICH
ATTACH TORSION BAR RIGHT ANCHOR
B R A C K E T TO C A B AND THE TORSION
BAR L E F T ANCHOR L E V E R TO FR A M E
BE LOOSENED OR R EM O V ED W H E N C A B
IS IN O PE R A T IN G OR F U L L T IL T POSI­
TIONS WHICH IS WHEN BAR IS LOADED.
AN INJURY COULD R ESU LT WHEN
ANCHOR B R A C K E T AND TORSION BAR
IS A LLO W ED TO R E L E A SE .
A ttaching b o lts can be rem o v ed safely when
b a r is unloaded, cab tilte d p a r t way (approx. 45
d e g re e s ). N o rm ally it should n e v e r be n e c e s s a ry
to rem o v e b o lts. W henever to rs io n b a r is in o p e r­
a tiv e , cab m ust be su p p o rte d safely .
A ttaching b o lts a t fro n t pivot m ountings should
be checked a t re g u la r in te rv a ls fo r tig h tn e ss. L oose
m ountings w ill allow shiftin g of cab and eventual
fa ilu re of o th e r ite m s connecting cab to c h a s s is .
F ro n t pivot m ountings have fittin g s fo r lu b ric a tio n
p u rp o s e s . L u b ric a te a s d ire c te d u n d er LUBRICA­
TION (SEC. 0) of th is m anual.
R e a r mounting h as p o sitiv e locking m echan­
is m to r e ta in cab in n o rm a l o p eratin g p o sitio n in
re la tio n to c h a s s is fra m e . The r e a r m ounting also
in clu d es an additio n al safety catch . T ig h tn ess of
cab hold-dow n lock can be ad ju sted by sh o rten in g
o r lengthening catch r e le a s e ro d . A fte r ad ju stin g
Sec. 1C-39
STEEL TILT CAB
Four Attaching Studs
! (Stud Nuts Accessible
from Under Cab)
Figure 5 —D river’s Seat M ounting and Adjustm ent
ro d , tighten end yoke lock nut. Cab hold-down catch
sh aft is equipped w ith a lu b ricatio n fittin g .
A check link is p ro v id ed n e a r the rig h t fro n t
m ounting (see in se t, fig. 2) w hich lim its the d is ­
ta n ce cab can be tilte d fo rw a rd and auto m atically
lo ck s the cab in th e fu ll- tilt p o sitio n . Check link
m u st be re le a s e d b e fo re cab can be re tu rn e d to
n o rm a l o p eratin g p o sitio n .
INSULATION
Insulation, applied to cab u n d e rs tru c tu re di­
re c tly o v e r engine, is highly re s is ta n t to a b ra sio n
and c o rro s io n and is designed to give m axim um
sound deadening and in su latio n .
In the event a r e p a ir such a s w elding is r e ­
q u ired to th at p a r t of cab co v ered w ith in su latio n ,
it is f ir s t n e c e s s a ry to rem o v e the in su latio n fro m
th a t a r e a . A fte r com pleting r e p a ir , in su latio n s e c ­
tio n s can be cut to siz e and cem ented o v er th e r e ­
p a ire d a re a (fig. 4). B e s u re to clean a r e a th o r ­
oughly b efo re in sta llin g new sectio n of in su la tio n .
SEATS
SEAT ADJUSTMENT (Fig. 5)
D r iv e r 's s e a t is pro v id ed w ith "fo re " and " a ft”
ad ju stm en t only. P u ll out on le v e r at le ft sid e of
se a t to disengage s e a t p o sition lock.
SEAT TRACK REPLACEM ENT (Fig. 5)
1. T ilt cab fo rw a rd , then rem o v e four nuts
and w a sh e rs fro m stu d s w hich a tta c h se a t tr a c k s
to se a t r i s e r of cab.
2. L ow er cab to operating p o sitio n , then lift
s e a t assem b ly fro m cab.
3. Rem ove four nuts w hich attac h each tr a c k
asse m b ly to se a t a sse m b ly and rem ove tra c k .
4. R e v e rse the above p ro c e d u re to in sta ll
tr a c k asse m b ly .
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 1C-40
STEEL TILT CAB
EQ UAL C LEA R A N C ES
AROUND PERIMETER!
O F DO O R H i
Figure 6 —Door Clearances
DOORS
Com ponent s u b -a s s e m b lie s of cab d o o rs, such
a s window re g u la to r, d oor lock, re m o te co n tro l,
vent window, and door window can be re p la c e d
w ithout n e c e ssity of rem oving door fro m cab. D oors
can be rem oved, how ever, w ithout p r io r rem o v al of
above com ponents. R em oval and in sta lla tio n of
door window g la ss is d e s c rib e d la te r in th is se c tio n .
DOOR REPLACEMENT
REMOVAL
1. With th e aid of an a s s is ta n t to su p p o rt
w eight of door, re m o v e th e s c re w s w hich a tta ch
hinge s tr a p s to d o o r. A c c e ss to one cap s c re w at
door upp er hinge is gained by rem oving plug fro m
door in n e r p anel.
2. C arefu lly re m o v e door a ssem b ly fro m cab.
INSTALLATION
A ttach door to hinge s tr a p s w ith six cap s c r e w s .
A djust door in cab opening a s in s tru c te d la te r u n der
"D oor A d ju stm en ts."
DOOR ADJUSTMENTS
D o o rs can be ad ju ste d fo r alignm ent o r c le a r ­
an ce in th e cab door opening (fig. 6), and fo r p ro p e r
latch in g . D oor alig n m en t ad ju stm e n ts a r e m ade at
th e s t r i k e r bolt, and a t d oor hinges. The d oor, when
p ro p e rly lo cated in d oor opening, w ill have equal
c le a ra n c e around its p e r im e te r .
►
'W ' I
DOOR UPPER HINGE
Cow l H alf
Adjustment
Door H alf
Adjustment
DOOR LOWER HINGE
Figure 7 —Door Hinges
If door has been rep la ce d , ad ju stm en ts should
be m ade in sequence d e sc rib e d in the follow ing
p a ra g ra p h s:
REPOSITION DOOR "U P ” OR "DOWN" (F ig. 7)
D oor "up" and "down" adju stm en t in cab open­
ing is p ro v id ed by m eans of floating hinge cap
sc re w tapping p la te s w ithin door fra m in g . H o ri­
zontal slo tte d cap sc re w holes in cab half of hinge
a sse m b ly p ro vide the "in " o r "out" a d ju stm en t of
door.
1. R em ove s tr ik e r bolt fro m cab p illa r .
2. L oosen h in g e -to -d o o r cap sc re w s slig h tly .
R eposition door on hinges to pro v id e equal c le a r ­
ance aro u n d p e r im e te r of door in cab opening.
NOTE: A cc ess to one cap sc re w at door up p er
hinge is gained a fte r rem oving plug fro m door
in n e r p an el.
3. A fter s a tis fa c to ry a d ju stm en t has been ob­
tain ed , tig h ten hinge cap sc re w s firm ly . Open and
c lo se door to check o p eratio n . If n e c e s s a ry , re p e a t
a d ju stm en t. In sta ll hinge cap sc re w a c c e s s plug in
door in n e r paneling a fte r m aking final adju stm en t.
4. In s ta ll s tr ik e r bolt and ad ju st a s d ire c te d
la te r u n d er " S trik e r B olt A d justm ent."
REPOSITION DOOR "FO R E " OR "A F T " (F ig. 7)
Only th e u p p er p o rtio n of door can be ad ju sted
"fo re " o r "a ft." T his ad ju stm e n t is m ade at the
u p p er hinge. No m eans fo r th is ad ju stm en t e x ists
at th e low er hinge.
1. R em ove s tr ik e r bolt fro m cab p illa r.
2. L oosen u pper h in g e -to -d o o r cap s c re w s
slig h tly . A c c e ss to one cap sc re w a t door u p p er
hinge is gained a fte r rem oving plug fro m door in n er
pan el.
CHEVROLET 40-60 TRUCK SERVICE MANUAL

SPACER
P LA S T IC W A S H E R
T A P P E D F L O A T IN G
STR IK E R B O LT PLA TE
AN D W A SH ER
Figure 8 —Door Striker Bolt and W ashers
3. L ift upw ard o r pull downward a t r e a r of
d oor to tilt u p p er p o rtio n of door "fo re " o r "aft"
a s d e sire d .
4. T ighten hinge cap s c re w s firm ly a fte r m ak­
ing a d ju stm e n t. Open and c lo se door to check o p e r­
atio n . R ep eat ad ju stm e n t if n e c e s s a ry . In sta ll cap
s c re w a c c e s s plug in door in n e r paneling.
5. In s ta ll s tr ik e r bolt and ad ju st a s d ire c te d
l a t e r u n d er " S trik e r B olt A d ju stm en t."
REPOSITION DOOR "IN " OR "OUT" (F ig. 7)
H o rizo n tal cap s c re w s lo ts ex ist in cab half of
hinge a sse m b ly to p e rm it th is a d ju stm e n t.
The o u te r s u rfa c e of door, when p ro p e rly in ­
s ta lle d , should be flu sh w ith ad jacen t s u rfa c e s of
cab. If n e c e s s a ry , re p o s itio n door a s follow s:
1. L oosen slig h tly a ll cap s c re w s w hich a ttac h
hinge half to cab p illa r .
2. If door is to be b rought outw ard fro m cab
opening, apply p r e s s u r e at door hinge a re a fro m
in sid e cab. If door is to be m oved inw ard, apply
p r e s s u r e on door o u te r p an el a t hinge a r e a . Be
c a re fu l not to dam age door paneling by applying
e x c e s s iv e p r e s s u r e .
3. A fte r ad ju stm e n t h as been m ade, tighten
hinge cap s c re w s firm ly . Open and c lo se door to
ch eck o p e ra tio n . R e a d ju st if n e c e s s a ry .
DOOR STRIKER
NOTE: The door lock s tr ik e r is an im p o rtan t
atta c h in g p a r t, in th at it could affect the p e rfo rm ­
an ce of v ita l com ponents. It m u st be re p la c e d w ith
one of th e sa m e p a r t n u m b er o r w ith an equivalent
p a r t if re p la c e m e n t b eco m es n e c e s s a ry .
The door s tr i k e r c o n s is ts of a sp e c ia l bolt
and w a sh e r a sse m b ly w hich is th re a d e d into a
tapped, floating cage p la te lo c a te d behind the cab
lo ck p illa r a s shown in fig u re 8. The door is s e ­
c u re d in clo sed p o sitio n when the lock cam in door
engages and s n a p s -o v e r the s tr ik e r bo lt.
STRIKER BOLT REPLA CEM EN T (Fig. 8)
1. M ark p o sitio n of s tr ik e r bolt s p a c e r o r
w a sh e r on door p illa r u sin g p en cil o r crayon.
Sec. 1C-41
STEEL TILT CAB
Figure 9 —Sight Checking Striker Bolt A lignm ent
2. In s e r t a 5 /1 6 -in c h hex w rench into head of
s tr ik e r bolt, then tu rn bolt counterclockw ise fro m
p la te in cab p illa r .
3. R e v e rse above p ro c e d u re to in s ta ll s tr ik e r
b o lt. Make s u re the thin p la stic w a sh e r is p o sitio n ­
ed a g a in st the p ain ted door opening p illa r and cen ­
t e r the bolt w a sh er w ithin m a rk s on p illa r .
4. If door has been rem oved and then in sta lle d
o r aligned in opening, the door should not be clo se d
com p letely u n til a v isu al check is m ade to d e te r­
m ine if lock cam in door w ill engage th e s tr ik e r
bolt c o rre c tly . C e n ter of s tr ik e r bolt should be in
d ire c t alignm ent w ith "V" slo t in door. See fig u re
9. If n e c e s s a ry , re p o sitio n s tr ik e r bolt a s d ire c te d
below un d er " S trik e r B olt A d justm ent."
STRIKER BOLT ADJUSTMENT (F ig. 10)
S trik e r bolt on cab p illa r is a d ju stab le v e r t­
ic a lly and tra n s v e rs e ly a fte r loosening the bolt
w ith a 5 /1 6 -in c h hex w rench. The bolt fo re and aft
ad ju stm en t is obtained by u se of sh im s p a c e rs lo ­
ca ted betw een th e bolt w a sh e r and th e cab p illa r .
F ig u re 8 illu s tr a te s locatio n of bolt, w a sh e rs, and
s p a c e r.
S trik e r B olt F o re and Aft A djustm ent
1. To check s tr ik e r bolt fo r p ro p e r fo re and
aft ad ju stm en t, s m e a r g re a s e o r p a in t to contact
sid e of bolt a s shown in fig u re 10.
2. Slowly c lo se door until lock cam of door
ju st co n ta cts the sid e of s tr ik e r bolt and m akes an
im p re ssio n in the g re a s e o r paint.
3. M ea su re d istan c e betw een head of bolt and
th e cam im p re ssio n in g re a s e . D istan ce should
m e a su re 1 /8 -in c h a s shown in rig h t view of fig u re
10. T his dim ension is n e c e s s a ry to a s s u r e th a t the
head of s tr ik e r bolt w ill rid e a t c e n te r of nylon
shoe which is lo ca ted ju st in back of the lock cam .
To obtain th is dim ension, re m o v e the s tr ik e r
bolt and in s ta ll o r re m o v e shim s p a c e rs . S pacers
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 1C-42
STEEL TILT CAB
Figure 10—Striker Bolt Alignm ent
a r e a v a ila b le in two th ic k n e sse s: 5 /6 4 -in c h and
5 /3 2 -in c h . M ake s u r e th e th in p la s tic w a sh e r is
lo ca te d next to cab p illa r .
A fter obtaining p ro p e r fo re and aft a d ju stm en t,
tig h ten bo lt snug only a t th is tim e and then p ro c e e d
w ith the " S trik e r B olt H eight A d ju stm en t."
S trik e r B olt H eight A djustm ent
T h is ad ju stm en t is im p o rta n t to a s s u r e that
the rig h t p ro p o rtio n of d o o rrs w eight w ill r e s t on
s tr ik e r bo lt when door is clo se d . If bo lt is p o s i­
tio n ed too high on p illa r , ra p id w e a r w ill o c c u r to
th e lo ck cam : if too low, an e x tra lo ad w ill be
p la c e d on door hinges a s w ell a s p u ll door down­
w ard and out of alig n m en t.
G en erally th e s tr i k e r bolt height ad ju stm en t
can be checked q uite a c c u ra te ly by ju s t sighting
the c e n te r of "V " s lo t on door w ith th e c e n te r of
s tr ik e r bolt a s illu s tr a te d in fig u re 9. H ow ever,
R EA R G A S K E T
H A N D LE
R E IN F O R C E M E N T
PLA TE
FRO N T G A S K E T
Figure 11—Door H andle Installation
D E P R E S S R E T A IN E R
TH EN RO TA TE
Figure 12—D isengaging Handle Spring Retainer
to m ake a m o re p o sitiv e check, p e rfo rm the fo l­
lowing:
1. M ark a h o riz o n tal line through c e n te r of
"V" slo t and on door lock cam as shown in left
view of fig u re 10.
2. S m e ar som e g re a s e o r p ain t on contact
edge of lock cam a s shown in sam e view.
3. Slowly clo se door u n til cam b a re ly co n tacts
the s tr ik e r bolt to leav e an im p re ssio n in g re a s e .
Open door and check contact m a rk on edge of cam .
M ark should be lo ca ted ap proxim ately 1 /1 6 -in c h
below th e h o rizo n tal m a rk if p ro p e rly aligned.
4. If n e c e s s a ry , r a is e o r low er the lo o sened
s tr ik e r bolt up o r down by tapping on the w a sh e r
o r s p a c e r a t b a se of s tr ik e r bolt. DO NOT TAP
ON HEAD O F BOLT.
D oor R e a r Edge "In" o r "O ut" A djustm ent
T h is ad ju stm en t is fo r p u rp o se of aligning the
r e a r s u rfa c e of door flu sh w ith ad jacent s u rfa c e s
of cab. If s u rfa c e s a r e not flush, p ro c e e d a s follow s:
1. M ark a ho rizo n tal lin e on cab p illa r a t top
of s tr ik e r bolt b a se w a sh e r o r s p a c e r.
2. L oosen s tr ik e r bolt slig h tly , then tap a g a in st
bolt b a se w a sh e r, to m ove bolt "in " o r "out" as
n e c e s s a ry to lo cate door su rfa c e flu sh w ith cab
s u rfa c e when door is clo sed . B e fo re tightening the
s tr ik e r bolt m ake s u r e top bolt b a se w ash er is
contacting the h o rizo n tal m a rk on cab p illa r . F inal
tig h ten s tr ik e r b o lt.
DOOR OUTSIDE HANDLE
REPLACEMENT
REMOVAL
1. R em ove eight s c re w s w hich a tta c h a c c e s s
p an el to low er p o rtio n of d o o r. Rem ove a c c e s s
pan el.
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 1C-43

STEEL TILT CAB

RETAINER
LOCK CYLINDER

Retainer placed inside door and

[in sta lle d around lock cylind er[
7-5790

Figure 14—Door Lock Cylinder Replacem ent

ta in e r into grooves of lock cy lin d er body. Be c e r ­

Figure 13— Door Handle Components
2. R oll door g la s s to top, then through a c c e s s
opening, u sin g a 7 /1 6 " w rench, rem o v e two b o lts
w hich a tta c h door handle to door o u te r p an el. R e­
m ove handle and handle g a sk e ts (fig. 11).
NOTE: R ein fo rcem en t p la te is sp o t-w eld ed to
in sid e of door o u te r p an el.
3. R em ove th e button sh aft r e ta in e r by f ir s t
d e p re s s in g , then ro ta tin g re ta in e r a s shown in
fig u re 12. R em ove sh aft s p rin g and button a s s e m ­
bly w ith O -rin g s e a l fro m handle (fig. 13).
ta in leg s of r e ta in e r a r e fully engaged. It m ay be
n e c e s s a ry to d riv e r e ta in e r into final engagem ent
w ith a light h a m m e r.
3. In s e rt key and check op eratio n of lock. If
lock o p e ra te s fre e ly , in sta ll low er a c c e s s panel
to door.
DOOR INSIDE HANDLE
REPLACEMENT
Window re g u la to r cra n k handle and door lock
handle a r e re ta in e d on sh afts by lock s p rin g s . If

INSTALLATION
1. P la c e button a sse m b ly w ith in sta lle d O -rin g
s e a l in handle.
2. L o cate s p rin g o v e r button sh aft, then in ­
s ta ll sp rin g r e ta in e r (fig. 12).
3. P o sitio n door handle w ith g a sk e ts to door
o u te r p an el, then th ro u g h a c c e s s opening at bottom
of d o o r, in s ta ll two attach in g b o lts. ESCUTCHEON PLATE
4. In sta ll a c c e s s p an el to bottom of door.

DOOR LOCK CYLINDER

CLIP REMOVER
REPLACEMENT (TOOL J-9886)

REMOVAL (Fig. 14)

1. R em ove a c c e s s p an el at bottom of door. CLIP REMOVER
TOOL J
2. T hrough a c c e s s p an el opening, pull lock
c y lin d e r r e ta in e r fro m b en eath th e lo ck cy lin d er
g ro o v es by g ra sp in g r e ta in e r lip w ith p lie r s .
3. T ilt lock a sse m b ly to p e rm it c y lin d er lug to
disen g ag e fro m lock m e c h a n ism le v e r. R em ove
lock c y lin d e r and g a sk e t fro m door.

INSTALLATION (F ig. 14)

1. W ith g ask et in p o sitio n on lock c y lin d er,
in s e r t c y lin d e r in door and engage lug o v er lock
m e ch an ism le v e r.
2. W hile holding c y lin d e r, in s e r t le g s of r e - Figure 15—D isengaging Door Inside Handle

CHEVROLET 40-60 TRUCK SERVICc MANUAL

Sec. 1C-44

STEEL TILT CAB

DOOR CONSTRUCTION
1 Vent Window Glass 15 Door Lock Remote Control
2 Division Channel 9 Division Channel Lower
Attaching Screws Assembly
3 Access Panel 16 Door Lock Mechanism
4 Remote Control Handle 10 Escutcheon Plates
11 Regulator Handle 17 Run Channel Retainer Screw
5 Inside Lock Knob 18 Run Channel Retainer
6 Weatherstrip Seal Clip 12 Division Channel Upper
Attaching Screws 19 Door Window Stop Bumper
and Screw 20 Window Regulator Assy.
13 Door Window
7 Weatherstrip Seal 21 Division Channel Center
14 Sash Channel
8 Access Panel Attaching Screw T-8067
Figure 16—Door Construction

rem ov in g door lock in sid e handle, the handle p o s i­
tio n should be m a rk e d in re la tio n to door p an el to
a s s u r e th at handle is in s ta lle d la te r a t th e sam e
o p e ra tin g angle.
REMOVAL (Fig. 15)
1. In s e rt tool (J-9886) betw een handle flange
and escutcheon p la te .
2. F o rc e lock s p rin g fro m grooves in b a s e of
handle. DO NOT LOSE SPRING. Rem ove handle
and escutcheon p la te .
NOTE: The lo w er view in fig u re 15 show s how
th e tool engages the clip a t u n d e rsid e of handle
when rem oving. Clip may be in sta lle d in opposite
d ire c tio n than shown.
INSTALLATION
1. In s e rt lock sp rin g in handle g ro oves.
2. P la c e th e escutcheon p la te on handle sp in d le.
3. If in sta llin g door lock handle, m ake s u re
handle is in positio n p re v io u sly m a rk e d on door
in n e r p an el. To in s ta ll e ith e r handle, fo rc e handle
w ith in sta lle d lock sp rin g o v e r spindle until lock
sp rin g becom es fully engaged.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 1C-45

STEEL TILT CAB

— "ngp ............. —
REMOTE CONTROL |
ATTACHING SCREWS!

3 LOCK MECHANISM
ATTACHING SCREWS

111 RUN .CHANNEL

ATTACHING SCREW S

REGULATOR ARM

W IN D O W REGULATOR
lA T T A C H IN G SCREW S I
Figure 18—Rem oving Regulator Arm from Track

sp e c ia l lock in g -ty p e s c re w s which a tta c h lock

m ech an ism to door fra m e . C heck o p eratio n of door
lock and re m o te co n tro l m echanism a f te r in s ta ll­
Figure 17—Door Lock Attaching Screws (Typical) ation. As re q u ire d , re m o te co n tro l unit may be
sh ifte d slig h tly on door in n e r panel to obtain s a t­
isfa c to ry lock o p eratio n .
DOOR LOCK AND REMOTE CONTROL
MECHANISM REPLACEMENT DOOR W INDOW REGULATOR
REPLACEMENT
NOTE: F ig u re 16 illu s tr a te s th e p o sitio n of
REMOVAL
th e lo ck and re m o te c o n tro l m e ch an ism com ponents.
1. Rem ove a c c e s s p an el fro m low er p o rtio n
of door.
REMOVAL (F ig . 17)
2. L ow er window and rem o v e window re g u la ­
1. R em ove th e d oor in sid e lo ck knob which is
to r handle and escutcheon p la te.
th re a d e d on lo ck ro d .
2. R em ove th e lo w er a c c e s s p anel fro m door
in n e r p a n e l a s d ire c te d p re v io u sly .
3. R a ise window and then rem o v e th e door in ­
sid e handle a s d ire c te d p re v io u sly .
4. R em ove th r e e s c re w s w hich a tta c h re m o te
c o n tro l to door in n e r p an el. L ow er c o n tro l to door
a c c e s s opening, th en d isengage fa s te n e r a t p u ll-
ro d . S e p a ra te ro d and rem o v e co n tro l fro m door.
5. R em ove th e lo ck c y lin d e r a sse m b ly fro m R EG U LA TO R
A SS EM B LY
o u te r sid e of door a s d ire c te d p re v io u sly .
6. At r e a r edge of door, rem o v e two run chan­
nel r e ta in e r s c re w s to p ro v id e c le a ra n c e fo r r e ­
m oval of lo ck m ech an ism .
7. At r e a r edge of door, rem o v e th re e sp e cial
lo ck in g -ty p e s c re w s w hich a tta c h lock m ech an ism
to door fra m e . L ow er th e lo ck and a tta ch e d two
ro d s out th ro u g h a c c e s s opening in door.
8. S e p a ra te ro d s fro m lock m ech an ism by
disengaging fa s te n e r s .
INSTALLATION (F ig s. 16 and 17)
In s ta ll lo ck m ech an ism w ith ro d s and re m o te
co n tro l in r e v e r s e of th e "R em oval" p ro c e d u re s .
IMPORTANT: M ake s u r e to u se th e th re e Figure 19—Low ering Regulator from Door

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 1C-46
STEEL TILT CAB
W IN D O W ASSEM BLY
Figure 2 0 —Rem oving Door W indow Glass
3. W hile holding re g u la to r asse m b ly through
opening in door, rem o v e fo u r s c re w s (fig s. 16 and
17) w hich a tta c h re g u la to r asse m b ly to door in n e r
p an el.
4. Guide re g u la to r a r m to rem ove r o lle r fro m
window channel tr a c k (fig. 18). C arefu lly lo w er
re g u la to r a sse m b ly fro m door (fig. 19).
INSTALLATION
In s ta ll door window re g u la to r in r e v e r s e o rd e r
of "R em o v al" p ro c e d u re s . B e fo re in sta llin g a c c e s s
d oor, o p e ra te window re g u la to r to be s u re r o lle r
is not binding in window channel tra c k . If binding
o c c u rs , bend window re g u la to r a rm slig h tly u n til
r o lle r tu rn s fre e ly in channel. A lso, check division
and ru n channels fo r alig n m en t.
Edge of channel 1.24"from corner
Figure 2 1 —Door G lass A ssem bly (Right Side Shown)
Figure 2 2 —Cross Section of W in dow Regulator Channel
DOOR WINDOW GLASS
REPLACEMENT
REMOVAL
1. R em ove a c c e s s pan el fro m door in n er panel
below vent window.
2. U nlatch vent window and swing outw ard.
3. R em ove five sc re w s which atta c h a c c e s s
tr im panel to door ju st below vent window.
4. R em ove fra m e to door sc re w and fra m e to
d iv isio n al channel sc re w (fig. 16).
5. R em ove th re e division channel lo w er a t­
taching s c re w s (fig. 16).
6. Rem ove division channel sc re w s a t top of
door (fig. 16).
7. R em ove two s c re w s at edge of door which
a tta c h run channel to door (figs. 16 and 17).
8. L ow er window and rem o v e window re g u ­
la to r asse m b ly a s d e sc rib e d p re v io u sly (figs. 18
and 19).
9. T ilt and low er g la ss asse m b ly through low­
e r a c c e s s opening (fig. 20).
INSTALLATION
1. S quirt P re p s o l o r equivalent along g la ss
f ille r on both sid e s of g la ss to so ften s e a l. R e­
m ove g la ss fro m channel when f ille r is su f­
ficie n tly soft.
2. Thoroughly clean in sid e of g la ss channel
by rem oving a ll ru s t and old glazing ru b b e r f ille r .
3. Cut new p iec e of glazing ru b b e r f ille r to
length of g la ss re g u la to r channel.
4. P o sitio n glazing ru b b e r f ille r (soapstone
sid e away fro m glass) on bottom edge of g la ss
1.24-inch fro m lo w er c o rn e r a s shown in fig u re 21.
5. C arefu lly positio n edge of g la ss re g u la to r
channel 1.24-inch fro m low er rig h t c o rn e r (fig.
21) and then p r e s s channel o v e r g la ss and glazing
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 1C-47

STEEL TILT CAB

Pivot Screw

11 1 ^
Vent W indow G lass Vent Window Top Division
Retaining Screws Channel
________ m ___________Screw
ACCESS HOLE TO PIVOT SCREW

Vent W indow Outer

Frame and Rubber Seal

Division Channel

Flat W asher Frame To Door Screw

Nylon Friction
Bushing
Friction Bushing Screw s Rem oved

Figure 2 3 —Door Vent W in dow Installed

ru b b e r fille r . L ightly tap channel w ith ru b b e r ham ­

m e r to firm ly se a t channel o v er g la ss and fille r .
6. In sta ll a sse m b le d window into door in r e ­
v e r s e o rd e r of "R em oval" p ro c e d u re s .
NOTE: When in s e rtin g g la ss asse m b ly into
door run ch ann els, be c a re fu l not s c ra tc h o r p lace
undue s t r e s s on g la s s . A fter in sta lla tio n , r a is e
and lo w er window to check fo r binding. If binding
o c c u rs , a d ju st a p p ro p ria te ru n channels by lo o se n ­
ing app licab le channel attach in g s c re w s . Figure 2 4 —Rem oving Vent W indow

4. In s ta ll and ad ju st window g la ss a s explained

DOOR W INDOW GLASS HORIZONTAL p re v io u sly u n d er "D oor Window G lass R e p la c e ­
SEALS REPLACEMENT m e n t."

1. R em ove a c c e s s panel fro m bottom of door. DOOR VENT W INDOW TENSION

T h is w ill rem o v e window stop atta c h e d to a c c e s s
p an el and allow top of window to be low ered to a
point below h o riz o n ta l w e a th e rs trip s .
2. U sing a fla t-b la d e s c re w d riv e r, p ry w ea­
th e r s tr ip s fro m door (fig. 22).
3. In s ta ll w e a th e rs trip s to door, m aking s u r e
re ta in in g c lip s a r e fully engaged.
4. R a ise window, then in s ta ll a c c e s s panel to
bottom of door.
DOOR W INDOW RUN
CHANNEL REPLACEMENT
1. R em ove door window a s explained p r e v i­
ously u n d er "D oor Window G lass R ep lacem en t."
2. Rem ove a p p licab le s c re w s which a tta c h
e ith e r d ivision channel o r ru n channel to door
fra m in g (fig. 16) and lo w er channel(s) through
a c c e s s opening a t bottom of door.
3. In sta ll channel(s) in r e v e r s e o r d e r of r e ­
m oval p ro c e d u re s .
ADJUSTMENT
Cab vent windows a r e of fric tio n type having
a p o sitiv e th e f t- r e s is ta n t latch . F ric tio n m echan­
is m c o n sists of a bushing attach ed a t low er end of
vent shaft w hich r o ta te s in a sta tio n a ry fric tio n
clam p.
If fric tio n m ech an ism is ad ju sted too tig h t, it
w ill be difficult to open o r c lo se vent. Too lo o se an
ad ju stm en t w ill r e s u lt in a flu tte rin g vent o r one
having a tendency to c lo se w ith wind p r e s s u r e .
If n e c e s s a ry to change vent fric tio n , p e rfo rm
p ro c e d u re s a s follow s:
1. R em ove a c c e s s tr im panel a ttach ed to door
ju s t below vent window w ith five s c re w s . F ig u re 23
show s a c c e s s opening to fric tio n com ponents.
2. U sing s c re w d riv e r, tu rn clam p sc re w (fig.
23) to obtain two to fo u r pounds to rq u e w hile m ov­
ing vent window fro m a te n -d e g re e open p o sitio n to
a fu ll-o p en p o sitio n . U se e ith e r a p u sh o r p u ll-ty p e
sp rin g s c a le p o sition ed a t r e a r edge of g la s s .

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 1C-48
STEEL TILT CAB
Upper Channel
Glazing Rubber
Soft Hammer
Screws
Lower
Channel
Steel Washer
Bushing Clamp
Nylon Friction Bushing
Figure 2 5 —Vent W in dow D isassem bled
3. A fte r obtaining p ro p e r te n sio n , in s ta ll a c ­
c e s s tr im p an el.
DOOR VENT GLASS REPLACEMENT
REMOVAL
1. R em ove s m a ll a c c e s s p an el fro m in n e r sid e
of door below vent window.
2. At bottom of vent g la ss (fig. 23), p la c e hand
to catch vent fric tio n com ponents, then rem o v e
sc re w fro m fric tio n clam p . S lide clam p , fric tio n
bushing, and fla t s te e l w a sh e r fro m vent sh aft.
3. At top of d oor thro u g h s m a ll a c c e s s open­
ing (see in se t, fig . 23), tu rn vent u p p e r pivot s c re w
fro m vent fra m e .
NOTE: S crew need not be re m o v ed com p letely,
ju s t enough to b e co m e disen g ag ed fro m vent g la ss
channel.
4. R em ove th r e e s c re w s w hich a tta c h division
channel to vent channel ju st below ven t la tc h . U sing
a s c re w d riv e r, p ry down on vent channel a s shown
in fig u re 24, w hich w ill ca u se u p p e r p a r t of channel
to becom e d isen g ag ed fro m pivot s c re w . R o tate
g la s s channel lo w e r pivot sh aft up out of vent
channel.
5. R em ove two s c re w s w hich a tta c h g la s s up­
p e r channel to g la ss lo w e r channel (fig. 25).
6. Apply P re p s o l o r eq u iv alen t on ven t g laz­
ing ru b b e r to so ften old ru b b e r. W hen ru b b e r
so ften s su ffic ie n tly , s e p a ra te u p p e r and lo w er
g la ss ch an n els, th en rem o v e old g la ss.
INSTALLATION
1. T horoughly c le a n in sid e of g la s s ch annels
to rem o v e old glazing ru b b e r, ru s t, o r o th e r f o r ­
eign m a tte r.
2. P o sitio n new glazing ru b b e r (soapstone sid e
away fro m g lass) aro u n d edge of g la s s . P r e s s
g la s s w ith glazing ru b b e r into low er channel, then
p r e s s u p p er channel o v er top of g la s s . M ake s u re
chan n els a r e firm ly se a te d , then in s ta ll two sm a ll
sc re w s w hich a tta c h channels to g e th e r (fig. 25).
3. If n e c e s s a ry , tr im glazing ru b b e r at ends
of channels and along sid e s of channel each sid e of
g la s s . A s re q u ire d , s e a l c ra c k s a t la tc h b ra c k e t.
4. In s e r t pivot stu d of vent lo w er channel into
hole of vent fra m e a s shown in fig u re 24. Through
s m a ll a c c e s s hole at top of door, in s ta ll vent u p per
pivot sc re w . In s ta ll th re e s c re w s w hich a tta c h
b ra c k e t of vent channel to g la ss d ivision channel
ju s t below vent la tc h .
5. In sta ll sp e c ia l fla t w a sh e r, nylon fric tio n
bushing, and fric tio n clam p on vent lo w er channel
pivot sh aft, p o sitio n ed a s shown in fig u re 23.
NOTE: Make s u r e th a t ta b on sp e c ia l fla t
w a sh e r is p o sitio n e d p ro p e rly to ac t a s a stop of
vent when it is in full open p o sitio n . A ttach fric tio n
clam p to vent low er fra m e w ith sc re w . T ighten
sc re w to obtain two to fo u r pounds to rq u e w hile
m oving vent window fro m a te n -d e g re e to a fu ll-
open p o sitio n . U se e ith e r a p u sh o r pull type sp rin g
sc a le p o sitio n e d at r e a r edge of g la s s .
6. In sta ll a c c e s s pan el to in n e r sid e of door.
DOOR WEATHERSTRIP
REPLACEMENT
1. R em ove s c re w - re ta in e d c lip s fro m w e a th e r­
s tr ip aro u n d p e r im e te r of door. F ig u re 26 shows
view of w e a th e rs trip in sta lle d a t r e ta in e r .
2. P u ll w e a th e rs trip fro m door, then s c ra p e
any ru b b e r o r ad h esiv e m a te ria l w hich may have
b ecom e bonded to door s u rfa c e .
CHEVROLET 40-60 TRUCK SERVICE MANUAL

3. Apply coat of w e a th e rs trip ad h esiv e to se a l
and s e a l s u rfa c e s of door a s d ire c te d by m anu­
f a c tu r e r of a d h esiv e. D ire c tio n s fo r app licatio n
a r e u su a lly found on ad h esiv e c o n ta in e r.
4. P o sitio n s e a l aro u n d p e r im e te r of door,
CAB VENTILATION AND HEATING
VENTILATION
A sin g le g rille d in tak e at fro n t c e n te r of cab
(fig. 26) p e r m its o u tsid e a i r to e n te r p lenum ch am ­
b e r lo c a te d betw een th e cab o u te r and in n e r p a n e ls.
F ro m th e p len u m c h a m b e r, o u tsid e a i r can be d i­
r e c te d into cab in te r io r th ro u g h opening a t fro n t of
d r iv e r and th ro u g h opening a t fro n t of p a s s e n g e r.
W hen h e a te r is u sed , th e o u tsid e a i r e n te rs h e a t­
ing s y s te m th ro u g h th e rig h t sid e opening.
The o u tlet lo c a te d ah ead of d r iv e r is opened
and c lo se d m anually by c o n tro l knob on dash . The
c o n tro l knob p u sh ed in w ard c lo s e s o u tlet door and
p u llin g out on knob opens o u tlet door. A sp rin g -
loaded d o o r p ro p r e ta in s d oor snug in e ith e r the
fully opened o r c lo se d p o s itio n s. A ru b b e r se a l
aro u n d p e r im e te r of o u tlet door p ro v id e s p o sitiv e
se a lin g of o u tlet. S eal, w hich is glued to door, can
be re a d ily re p la c e d if n e c e s s a ry .
CONTROL ADJUSTMENT (DRIVER"S SIDE)
NOTE: R e fe r to in s e t of fig u re 27.
When c o n tro l knob on d ash is p u sh ed co m p lete­
ly in , th e a i r o u tlet door should c lo se snug to o ut­
le t opening.
If door is not s e a te d co m p letely w ith co n tro l
knob in th is p o sitio n , lo o sen s c re w at co n tro l con­
duit clam p above door w hich w ill allow c o m p re s­
TPM -9054
Figure 2 7 —O utside A ir Intake
Sec. 1C-49
STEEL TILT CAB
m aking s u r e c o rn e rs of se a l engage re sp e c tiv e
c o r n e r s of door.
5. In sta ll s c r e w - re ta in e d c lip s (fig. 26) to door
and w e a th e rs trip . T ighten clip sc re w s firm ly but
be c a re fu l not to te a r w e a th e rs trip .
sio n sp rin g w ithin door te le sc o p ic p ro p to fo rc e
door tig h t to opening. R etighten clam p sc re w a fte r
m aking a d ju stm e n t.
HEATING
(STEEL TILT CAB MODELS)
The h e a te r is of the w a te r valve te m p e ra tu re
c o n tro l type (fig. 28). It p ro v id e s heated o u tside
a i r fo r heating and d e fro stin g re q u ire m e n ts .
A ir is draw n fro m outside, down through the
h e a te r c o re and blown out into cab through the d is ­
trib u to r duct.
The th e rm o s ta tic valve is a m anually s e t tem p ­
e r a tu r e co n tro l to lim it c o re , and ou tlet a ir tem p ­
e ra tu re .
The h e a te r unit attach in g p a r ts a r e shown in
fig u re 28.
RESISTOR UNIT
The r e s is to r is lo c ate d a t the back of the duct
asse m b ly w ithin the cab of the v eh icle. Since the
r e s i s t o r p ro v id es the d iffere n t blow er sp ee d s, it
should be checked f i r s t when b low er m alfunctions
o c c u r.
HEATER CONTROLS
A ll co n tro l le v e rs a r e in the "O F F " positio n
w ith knobs a t top of p an el.
Figure 2 8 —Heater Installation
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 1C-50
STEEL TILT CAB
"FA N " knob p ro v id e s th re e blo w er sp e e d s —
low sp e e d a t f i r s t d eten t p o sitio n , m edium sp eed at
secon d deten t p o sitio n , and high sp e e d a t bottom
p o sitio n .
"D E F ." knob c o n tro ls flow of h eated a i r to the
w indsh ield d e f r o s te r d u c ts. W ith knob a ll the way
down, e n tire h e a te r output is d iv e rte d to th e d e­
f r o s te r ducts fo r d e fro stin g .
"H EA T" knob s e ts a th e rm o s ta tic a lly c o n tro l­
led valve in h e a te r w a te r in le t. B ottom p o sitio n
p ro v id e s m axim um h e a t. Knob can be s e t a t any
p o sitio n to m ain tain the d e s ire d h eat.
"AIR" knob c o n tro ls flow of o u tsid e a ir through
h e a te r c o re . A fte r engine h as w arm ed up, push
knob a ll th e way down to a d m it o u tsid e a ir through
h e a te r.
At low v eh icle sp e e d s, o p e ra te the b lo w er at
high sp eed w hile re g u la tin g th e h eat w ith the "H E A T ”
le v e r. At high v eh icle sp e e d s, u se low b lo w er speed.
F o r s u m m e r v en tilatio n , leav e "D E F ." and
"H EA T" knob in up p o sitio n . P u sh "AIR" knob down
to p a s s u nheated o u tsid e a i r through th e h e a te r
d u cts to augm ent th a t su p p lied thro u g h the cowl
v e n ts. The b lo w er fan m ay be tu rn e d on if d e s ire d .
HEA TER CORE, BLOW ER AND
DISTRIBUTOR DUCT REPLA CEM EN T
Both th e d is trib u to r duct and th e b lo w er a s ­
sem b ly can be re a d ily re p la c e d s e p a ra te ly w ithout
having to rem o v e the h e a te r c o re un it fro m cab.
The re p la c e m e n t p ro c e d u re follow ing d e s c rib e s
the m ethod fo r re p la c in g the h e a te r a ir d is trib u to r,
th e b lo w er and m o to r a sse m b ly , and th e h e a te r
c o re unit.
R em oval (Fig. 28)
1. D rain the cooling s y ste m to ju s t below lev el
of h e a te r c o re fittin g s .
2. M ark th e h e a te r h o ses and piping below
fro n t of cab fo r id en tific a tio n p u rp o s e s la t e r at
in sta lla tio n , then d isco n n ect h o se s.
3. S e p a ra te th e d e f r o s te r a i r duct tu b e s fro m
a i r d is trib u to r.
4. D isco n n ect e le c tr ic a l w irin g fro m h e a te r
sp eed c o n tro l r e s i s t o r and fro m b lo w er m o to r.
R e s is to r is lo c a te d behind d is trib u to r duct a s s e m ­
bly.
5. R em ove s c re w s w hich a tta c h the a i r d is ­
trib u to r to cab and to b lo w er duct a sse m b ly . R e­
m ove a ir d is trib u to r.
6. To rem o v e th e h e a te r c o re and blo w er unit
a s an a sse m b ly , rem o v e the s c re w s w hich a ttac h
the h e a te r c o re housing to the o u tsid e a i r in let
duct. C arefu lly low er h e a te r un it and re m o v e fro m
co m p a rtm e n t.
7. To rem o v e th e o u tsid e a i r in le t duct, r e ­
m ove s c re w s w hich a tta c h duct to f ir e w all and in ­
s tru m e n t p an el, th en rem o v e duct and s e a l g ask et.
8. R em ove s c re w s w hich a tta c h h e a te r c o re
in housing. R em ove c o re .
9. R em ove s c re w s w hich a tta c h b low er m o tor
to h e a te r c o re housing. R em ove m otor and b low er
fan a sse m b ly .
NOTE: The h e a te r c o re can be r e p a ire d by a
com petent ra d ia to r c o re re p a irm a n .
In sta lla tio n (F ig. 28)
A ssem b le and in s ta ll the h e a te r com ponents
in r e v e r s e of "R em oval" p ro c e d u re s using new
g a sk e ts and s e a ls w h ere n e c e s s a ry .
IMPORTANT: When connecting h e a te r h o ses
to c o re piping m ake s u r e th e 5 /8 -in c h I.D . hose is
connected to sm a ll c o re pipe and th at %-inch I.D .
hose is connected to la r g e r p ip e.
If h o ses a r e not in sta lle d a s d ire c te d , p o o r
h eat output a n d /o r a ru p tu re d h e a te r c o re m ay r e ­
su lt. The c o re , in te rn a lly , is designed to accep t
th e h ig h e r p r e s s u r e a t the in le t (5 /8 -in c h I.D .p ip e )
sid e of c o re only.
HEATER CONTROL CABLE
ADJUSTMENT
E ach co n tro l w ire conduit is equipped w ith a
lock sc re w w hich can be ad ju sted to obtain full
opening and closing of a ir d o o rs and to even up the
h e a te r knobs on co n tro l p an el. M ake ad ju stm e n t to
co n tro l w ire conduit if d e sire d .
TROUBLESHOOTING HEATING SYSTEM
P o o r O r No H eating
1. C heck and if n e c e s s a ry , a d ju st co n tro l
cable at th e rm o s ta tic valve.
2. C heck fo r kinked, d e te rio ra te d , o r r e v e r s e d
h e a te r w a te r h o se s.
3. C heck c irc u it through h e a te r c o n tro l sw itch.
4. C heck fo r in o p e rativ e th e rm o s ta tic valve.
5. C heck fo r plugged h e a te r c o re .
6. Low coolant te m p e ra tu re .
Too Much H eat
B roken c a p illa ry tube at th e rm o s ta tic valve.
H e a te r W ill Not Shut Off
1. C heck and if n e c e s s a ry ad ju st c o n tro l cable
a t th e rm o s ta tic valve.
2. C heck fo r in o p erativ e th e rm o s ta tic valve.
B low er O p e ra te s a t High Speed Only
R e s is to r d efectiv e.
B low er In o p erativ e
1. C heck dash sw itch and blow er m o to r con­
n ec tio n s.
2. C heck the b low er m o to r.
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 1C-51

STEEL TILT CAB

CAB REPLACEMENT

N e c e s s a ry equipm ent fo r efficien t and sa fe

C” Rear M ounting
re p la c e m e n t of cab c o n s is ts of a chain h o ist (1-ton Bolt Installed
m inim um cap acity ), a slin g having padded h a n g e rs,
and two o r m o re su p p o rt b lo ck s to r e s t cab on C ab Right Sill Brackets
when it is rem o v ed fro m c h a s s is .
NOTE: A wood 4 x 4 , 7 ^ fe e t long p o sitio n ed
th ro u g h cab door openings w ith a h o ist chain a t­
ta c h e d s e c u re ly to each end can be u se d . H ow ever,
m ean s of p ro te c tin g top of cab fro m chain m ust be
p ro v id e d . A lso, be s u r e to p ro v id e padding a t p oints
w h e re b eam c o n ta c ts cab openings and c a re fu lly
p o sitio n b eam to a s s u r e p ro p e r cab su p p o rt. 'Check Link

CAB REMOVAL

1. D isco n n ect b a tte ry g round s tr a p .

2. On v e h ic le s w ith a i r b ra k e s , exhaust a i r
supply fro m a i r tan k a t d ra in fittin g . Rem ove bum p­
e r (with a tta c h e d a i r tank, if u s e d ).
3. Open h e a te r te m p e ra tu re c o n tro l on dash to
fu ll open p o sitio n , and d ra in r a d ia to r. D isconnect
h e a te r h o se s a t cab co n n ectio n s.
4. D isco n n ect a c c e le r a to r linkage and s t e e r ­
ing flex ib le coupling, m ark in g fo r la te r a lig n m en t.
D isco n n ect b ra k e lin e s and clu tch lin e.
5. D isco n n ect sp e e d o m e te r cable and a ll e le c ­
t r i c c o n n e c to rs th a t ju nction cab w ith the c h a s s is .
R em ove c a b - to - c h a s s is g round s tr a p s .
NOTE: REMOVE OR SECURE ALL LOOSE
ITEMS IN CAB B EFO R E TILTING. PLA CE SHIFT
LEV ER IN NEUTRAL AND THE HAND BRAKE IN
F U L L -A P P L IE D POSITION.
6. A ttach a s u ita b le p added liftin g slin g (fig.
29) to cab w ith d o o rs p a r tly open (lifting cab w ith
Hoist Attachment
Lifting Sling
C ab Right Support
Figure 3 0 —M ounting at Cab Rear Support
d o o rs c lo se d w ill d istu rb door alignm ent la te r).
7. U sing a id of a s s is ta n t and h o ist, tilt cab
ap p ro x im ately 45° to th e unloaded p o sitio n of cab
m ounting to rs io n b a r (re fe r to p rece d in g caution)
and su sp en d safely th e re . W hile cab is in th is p o s i­
tion, in s e r t a p ry b a r in betw een cab rig h t su p p o rt
and cab s ill. R em ove th re e fo rw a rd b o lts, lock
w a sh e rs and nuts fro m cab rig h t su p p o rt to s ill
b ra c k e ts (B, fig. 30). U se p ry b a r to a s s is t in r e ­
m oving b o lts. D isconnect check link a t rig h t side
of cab.
8. P la c e a s h o rt p ie c e of wood 2” x 4" o v er
catch hole in cab r e a r su p p o rt (fig. 31), then w ith
aid of a s s is ta n t, lo w er cab u n til c atc h a t bottom of
cab r e s ts on blo ck . T his w ill p re v e n t engagem ent
of cab hold-dow n catch . R em ove two re ta in in g b o lts

/ 10
Hold-Down Catch

•M 7406 I*

Figure 2 9 —Lifting Sling A ttached to Cab Figure 31 —Rear Hold-Down Catch on W ood Block

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 1C-52

STEEL TILT CAB

Cab Right ——---- 10. L ow er cab onto su ita b le b lo ck s, then r e ­

Sill Brackets. Heater Line m ove ch ainfall and liftin g slin g .
V Connections'";—-r- ,T*“ T
\ v Accelerator Control.
.--- Connections
Steering NOTE: L eft su p p o rt can be rem o v ed fro m cab,
Connection ^ab Left
5SS\ **~Sill Bracket! if d e s ire d .
eft !Support)
And Cap
CAB INSTALLATION
|r —
1. In s ta ll lifting slin g and chainfall to cab
Stop Bracket *,
w ith d o ors slig h tly open (fig. 29).
[ Brake Control Hose 2. R a ise cab and in s ta ll su p p o rt (if p re v io u sly
rem oved) lo osely to cab le ft s ill b ra c k e ts .
Clutch Control Hose NOTE: Cab tilt to rs io n b a r , check lin k , and
rig h t cab to s ill su p p o rt should be in p o sitio n on
W irin g Jun ctio n c h a s s is a s shown in lo w er view of fig u re 32.
CAB DISCONNECT POINTS 3. R a ise cab o v er c h a s s is and lo w e r into p o s i­
tio n , fo rw a rd slig h tly to c le a r sh ift c o n tro l panel,
Clutch Control then b ack and down u n til ste e rin g g e a r coupling
Hose Connections
can be engaged usin g m a rk s m ade p re v io u sly fo r
p ro p e r alignm ent.
4. F in ish low ering cab u n til left su p p o rt r e s ts
on to rs io n b a r. In s ta ll su p p o rt cap w ith two b o lts,
to rq u e b o lts to 50-60 foot-pounds.
5. In s ta ll check lin k re ta in in g c le v is p in w ith
c o tte r pin (A, fig. 30). In sta ll bolt (C, fig. 30) into
r e a r hole of cab rig h t s ill b ra c k e ts and su p p o rt.
Torsion Bar 6. In s e r t a p ry b a r in betw een cab rig h t su p ­
Stop Bracket Left Frame
Bracket p o rt and cab s ill.
7. W ith two a s s is ta n ts , one holding p ry b a r
CHASSIS DISCONNECT POINTS
and the o th e r helping to tilt cab fo rw a rd (approx­
Figure 3 2 —Cab and Chassis Disconnect Points (Typical) im a te ly 45 d e g re e s), in s ta ll the th re e re m a in in g
b o lts, lock w a sh e rs, and nuts (B, fig. 30) in the
fro m to rs io n b a r a t cab le ft su p p o rt and re m o v e rig h t cab su p p o rt and s ill b ra c k e ts . U se p ry b a r
su p p o rt cap. R a ise cab slig h tly , and rem o v e r e a r to align bo lt h o les. T orque bolt nuts to 40-50 foot­
m ounting bolt (C, fig . 30) attach in g rig h t su p p o rt pounds.
to s ill b ra c k e ts . 8. T ighten s te e rin g coupling clam p bolt to 40-
9. R a ise cab slig h tly to c le a r cab lift m ech ­ 50 foot-pounds to rq u e . C onnect sp e e d o m e te r cable
a n ism , then fo rw a rd and up to c le a r sh ift c o n tro l and a ll e le c tric co n n ecto rs th a t junction w ith the
p a n e l. F ig u re 32 show s cab and c h a s s is disco n nect c a b - to - c h a s s is .
p o in ts. 9. C onnect a c c e le ra to r linkage and ad ju st a s
o utlined u n d er ENGINE FU EL SYSTEM (SEC. 6M).
C onnect a ll ground s tr a p s .
10. C onnect b ra k e lin e s and h o se s. B leed the
b ra k e s a s outlined u n d er "HYDRAULIC BRAKES"
SPACER BLOCK (SEC. 5A) if equipped w ith hy d rau lic b ra k e s .
11. C onnect clutch flexible lin e and bleed as
outlined u n d er "CLUTCH CONTROLS" (SEC. 7D).
12. C onnect h e a te r h o ses and fill ra d ia to r.
13. In s ta ll b u m p er to fro n t of fra m e . If veh icle
is equipped w ith a ir b ra k e s , connect a ir lin e s .
LEVER 14. C heck cab tiltin g and lock actio n .

TILT CAB TORSION BAR

NUT TORQUE
100-110 FT.-LBS
REPLACEMENT
A chain h o ist and a liftin g slin g a r e re q u ire d
to p ro p e rly re p la c e cab to rsio n b a r a s th e w eight
of cab m ust be rem o v ed fro m b a r . A lso, the a id of
Figure 3 3 —Torsion Bar Tension A djustm ent Lever Installed one o r m o re a s s is ta n ts is recom m ended.

CHEVROLET 40-60 TRUCK SERVICE MANUAL


Figure 3 4 —Cab Torsion Bar Stop Brackets Installed
REMOVAL
In s tru c tio n s below p e r ta in to cab re p la c e m en t
p ro c e d u re s when cab is tilte d (ap p ro x im ately 45
d e g re e s) and su sp en d ed sa fe ly w ith w eight of cab
re m o v e d fro m c h a s s is . A chain fro m h o ist hook,
down o v e r r e a r c e n te r of cab and attach ed to cab
r e a r hold-dow n c a tc h w ill a s s i s t in m aintaining cab
sa fe ly a t a 4 5 -d e g re e angle.
IM PORTANT: P r o te c t top of cab fro m dam age
by h o ist equipm ent.
1. S e c u re h o ist slin g a t r e a r of door openings.
2. R em ove w eight of cab fro m c h a s s is .
3. R em ove two re ta in in g b o lts fro m m ounting
cap a t to rs io n b a r rig h t fra m e b ra c k e t and fro m
su p p o rt cap le ft su p p o rt.
4. R em ove b o lt, nut, and w a s h e rs w hich a t­
ta c h to rs io n b a r an ch o r le v e r to cab m ounting left
fra m e b ra c k e t. R em ove a r m fro m b a r a n d b ra c k e t.
5. L oosen cap s c re w w hich c lam p s cab rig h t
m ounting b ra c k e t to rig h t end of to rs io n b a r .
6. Slide to rs io n b a r fro m cab rig h t fra m e
b ra c k e t, then s lid e b a r in op p o site d ire c tio n fro m
cab le ft su p p o rt.
CAUTION: DO NOT hammer on end of bar.
INSTALLATION
1. B efo re re p la c e m e n t of to rs io n b a r , in sp e ct
fr a m e b ra c k e ts (castin g s) and cab su p p o rts (c a s t­
ings) fo r c r a c k s . DO NOT WELD OR BRAZE
BRACKETS. If c ra c k e d , re p la c e .
2. P r e lu b r ic a te le ft fra m e b ra c k e t opening and
rig h t fra m e b ra c k e t. Slide hex end of to rs io n b a r
into le ft fra m e b ra c k e t, then in s e r t o p p osite end
into cab rig h t su p p o rt.
3. In s ta ll to rs io n b a r an c h o r le v e r o v e r end of
b a r and into fra m e b ra c k e t.
NOTE: L e v e r should be lo c a te d on b a r so that
o p p o site end of a n c h o r le v e r is lo c a te d n e a r c e n te r
of s e r r a tio n s on cab b ra c k e t (fig. 33).
4. In s ta ll cab stop b ra c k e ts (if p re v io u sly r e ­
Sec. 1C-53
STEEL TILT CAB
moved) to to rs io n b a r cab and fra m e b ra c k e ts a s
shown in fig u re 34. T orque attach in g b o lts to 40 to
50 foot-pounds. Make s u re stop b ra c k e ts a r e in ­
sta lle d a s shown.
5. In sta ll to rs io n b a r rig h t fra m e b ra c k e t cap
and cab le ft su p p o rt cap w ith two b o lts and w ash­
e r s . T orque b o lts to 50-60 foot-pounds.
6. T ighten bolt w hich clam p s cab rig h t m ount­
ing b ra c k e t to end of to rs io n b a r (fig. 34) to 65-75
foot-pounds.
7. L u b ric a te a ll cab tilt lu b ric a tio n fittin g s
w ith lu b ric a n t sp e c ifie d in LUBRICATION (SEC. 0).
8. R a ise and lo w e r cab to check o p e ra tio n . If
cab r i s e s too f a s t fro m o p eratin g p o sitio n o r if
c o n sid e ra b le e ffo rt is re q u ire d to r a is e cab, m ake
to rs io n b a r te n sio n ad ju stm e n t a s d ire c te d la te r .
TORSION BAR TENSION
ADJUSTMENT
1. T ilt cab fo rw a rd to an angle w hereby the
to rs io n a l load is rem o v e d fro m to rs io n b a r. U sually
the b a r w ill becom e unloaded when cab is tilte d
45 to 50 d e g re e s . T his unloaded angle p o sitio n
m ay v a ry slig h tly on d ifferen t v e h ic le s.
IMPORTANT: B efo re continuing, check tig h t­
n e s s of s c re w w hich clam p s cab rig h t m ounting
b ra c k e t to to rs io n b a r . Tighten sc re w firm ly ONLY
when to rs io n b a r is unloaded - cab tilte d p a r t way.
If s c re w is lo o se , cab b ra c k e t m ay f r a c tu r e when
to rs io n b a r is loaded.
2. SAFELY su p p o rt cab a t angle a t w hich t o r ­
sion b a r b e co m e s unloaded. An o v erh ead h o ist is
reco m m en d ed fo r supporting cab in th is p o sitio n
a s it w ill allow cab to tilt slig h tly fo re o r aft to
fa c ilita te alignm ent of to rs io n b a r an c h o r le v e r to
cab fra m e b ra c k e t.
3. L oosen nut on b o lt w hich a tta c h e s the anchor
le v e r and s e r r a te d s p a c e r block to the cab fra m e
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 1C-54

STEEL TILT CAB

b ra c k e t (fig. 33). L oosen nut only enough fo r s p a c e r as d ire c te d above.

to c le a r s e r r a tio n s .
NOTE: If ad ju stm e n t is such th at cab r is e s
4. By tiltin g cab slig h tly fo re and aft, the
rap id ly to f u ll-tilt p o sitio n , dam age to cab check
sm a ll s e r r a te d s p a c e r blo ck can be re lo c a te d to
link could o c c u r and a lso upon low ering of the cab
new re la te d s e r r a tio n s on cab fra m e b ra c k e t as
to o p e ratin g p o sitio n , c o n sid e ra b le e ffo rt m ay be
d e s ire d .
re q u ire d .
5. T ighten a n c h o r bolt nut to 100-110 f t.- lb s .
6. C heck cab tiltin g a ctio n . If n e c e s s a ry , r e ­ IMPORTANT: F inal check tig h tn e ss of an ch o r
p o sitio n an ch o r po in t of to rs io n b a r an ch o r le v e r le v e r bolt nut.

R e fe r to LUBRICATION (SEC. 0) fo r the

p ro p e r lu b ric a n ts to be u se d a t the v a rio u s lube
p o in ts of cab. The recom m ended in te rv a ls of
ap p licatio n a r e a lso given in Section 0.

Avoid ta m p e rin g w ith any attach in g b o lts o r

n u ts a t cab tiltin g to rs io n b a r UNLESS cab is
tilte d p a r t way - to rs io n b a r unloaded. D am age
to a d jacen t p a r ts and p o ssib le bodily h a rm could
o c c u r if b a r is loaded - cab tilte d com pletely
fo rw a rd o r in o p e ra tin g p o sitio n .

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. ID-55

SECTION ID
feadLf, Mou+itwKjA.
PLATFORM BODY MOUNTINGS
Before any body m ounting is attem p ted , th is te rs in k longitudinal s ills ju st enough to c le a r riv e t
se c tio n should be stu d ied c a re fu lly and the r e c ­ h ead s.
o m m en d atio n s follow ed a s c lo se ly a s p o ssib le . IMPORTANT: Do not use s p a c e rs to r a is e s ills
When m ounting b o d ies, c e rta in im p o rta n t p r o ­ above riv e t h ead s. If body longitudinal s ill is of
c e d u re s should be follow ed. U n less such p ra c tic e s m etal, it w ill be n e c e s s a ry to use a o n e -p ie ce full
a r e follow ed, s tr a in s of load and c h a s s is weave length hardw ood s trip , with holes to c le a r riv e t
m ay not be d istrib u te d c o r r e c tly , cau sin g dam age h eads betw een body s ill and fra m e ra il. Wood s trip
to body o r fra m e . should be firm ly fa ste n e d to body s ill.
IMPORTANT: Avoid d rillin g ad ditional h oles 2. Sill should extend as c lo se a s p o ssib le to
in fra m e fo r m ounting b o lts. Use e x istin g h o les if back of cab w ithout in te rfe rin g with m ounting o r
p o ss ib le ; if additional h o les a r e n e c e s s a ry , c lo sem ovem ent of cab.
u n u sed h o les by w elding. 3. Make s u re height of s ill is su fficien t to
p re v e n t body fro m strik in g tir e s , o r o th e r p a r ts
LONGITUDINAL SILL MOUNTING of c h a s s is , w ith m axim um sp rin g d eflection. Take
into co n sid e ra tio n full load o p eratio n o v e r e x ­
If body is equipped with longitudinal s ills , tre m e ly rough te r r a in .
o b se rv e follow ing sta n d a rd p r a c tic e s . 4. Sill m u st r e s t sq u a re ly on fra m e flange and
1. Wooden longitudinal s ill should r e s t d ir e c t­ not overhang outside of fra m e . If s ill width does
ly on top flange of c h a s s is fra m e side r a il. If p r o ­ not co v e r e n tire width of fra m e , in sta ll a sp a c e r
jectin g riv e t h e a d s p re v e n t a so lid b ea rin g , coun­ block as shown in fig u re s 1 and 2. Blocks should

TOP VIEW

SIDE VIEW END VIEW

1 Frame Side Rail Wood Filler Block 8 Lock Nut
2 Longitudinal Sill Clip Plate 9 Nut
3 Spacer Block Metal Channel 10 Cross Sill
Mounting Bolt

Figure 1—Typical Body M ountings

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. ID-56

BODY MOUNTINGS

STUD TYPE MOUNTING TAPPED PLATE TYPE MOUNTING U-BOLT TYPE MOUNTING

1 Lock Nut 6 Spacer Block 11 Mounting Bolt

2 Nut 7 Frame Side Rail 12 Lock Washer
3 Clip Plate (not tapped) 8 Wood Filler Block 13 U-Bolt Clip
4 Metal Channel 9 Mounting Stud 14 U-Bolt
5 Longitudinal Sill 10 Clip Plate (Tapped)

Figure 2 —Recom m ended M ethods of M ounting Body

extend beyond width of fra m e flan g es to p e rm it MOUNTING BOLTS

grooving blo ck s to m ain tain p o sitio n of m ounting
b o lts. If d e s ire d , block can be attach ed to s ill w ith
s c re w s a s shown in fig u re 2.
Wood g ra in of block should be p e rp e n d ic u la r
(up and down) to g ra in of s ill.
5. Wood s ills m u st be ch a m fe red 1 /2 " a t the
fro n t end, ta p e rin g to m eet the fra m e 12 to 18
in ch es fro m end of s ill (fig. 1). T a p e re d fro n t of
s ill is re q u ire d fo r a ll Van o r to rsio n a lly rig id
bo d ies. Notch o r spot d r ill s ill to c le a r the riv e t
h e ad s.
6. To p re v e n t m ounting clip p late becom ing
em bedded in longitudinal s ill, in sta ll a sh e e t m etal
channel on top of s ill a t each m ounting point (fig s.
1, 2, and 3). R abbet g ro o v e s along each sid e of
top ed g es of longitudinal s ills to p e rm it flu sh
m ounting of s ill c h an n els.
1. In sta ll one m ounting n e a r fro n t end of s ill,
one n e a r r e a r end of s ill, and space o th e rs as
n e a rly equal as p o ssib le betw een fro n t and r e a r
m ountings. It may be n e c e s s a ry to v a ry d ista n c e s
to c le a r c h a s s is b ra c k e ts , e tc ., but ap p ro x im ately
equal spacing should be m aintained.
2. Use two b o lts o r stu d s of p ro p e r length with
a d ia m e te r of at le a s t 7 /1 6 " and p re fe ra b ly 1 /2 "
fo r each m ounting. Use a clip p la te, of sam e th ic k ­
n e s s as d ia m e te r of b o lts, a t u p p er and low er end
of b o lts. Use at le a s t th re e , and p re fe ra b ly fo u r
m ountings on each sid e.
3. Hex head b o lts a re p r e f e r r e d fo r body
m ountings; how ever, c a r ria g e b o lts, U -b o lts, and
th re a d e d ro d s (studs) can a lso be su c c e ssfu lly
em ployed. If design of body does not p e rm it use

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. ID - 57

BODY MOUNTINGS
of nuts a t top of s ill, tapped p la te , a s shown in
fig u re 2 can be u sed .
4. In s e rt a block of h a rd , d ry wood (w ith g rain
running up and down) in channel of fra m e at each
m ounting. B lock m ust be of su fficien t length to ex­
tend w ell u n d er clip p la te s . T h ick n ess of block
should extend beyond w idth of fra m e flan g es to
p e r m it grooving th e b lo ck s. In n e r m ounting bolt
w ill fit into groove and hold block firm ly in p la ce
(fig. 1 o r 2).
5. If sh o u ld e r on bolt head is s q u a re , a s on
c a r r ia g e b o lts , the h o les in u p p e r clip p la te s should
a lso be s q u a re . S houlder of b o lts should be d riv en
into h o les to p re v e n t b o lts tu rn in g . If U -b o lts a r e
u sed , bo lt m ust be of "fla tte d ” type a s shown in
fig u re 2. A clip o r s p r e a d e r m u st be u se d on each
U -b o lt, and bolt m u st not be u se d in r e v e r s e of
p o sitio n shown in fig u re 2.
6. U se two nuts on th re a d e d end of each bolt.
T ighten in n e r nut firm ly , then tig h ten o u te r (lock)
nut firm ly a g a in st in n e r nut. DO NOT USE SINGLE
NUT AND LOCK WASHER. H ow ever, lo ck w a sh e r
should be u se d w ith tapped p la te type of m ounting.

CROSS SILL MOUNTING

If body is not equipped w ith longitudinal s ills ,
a tta c h s ills , if p o s s ib le , a s shown in fig u re 3,
s in c e m ounting on c r o s s s ills (b o lste rs) is not
rec o m m e n d e d . L ongitudinal s ills can be ea sily
m ade of d ry hardw ood and a tta c h e d to e ith e r wood
o r m e ta l c r o s s s ills by m ean s of angle iro n s and
b o lts. G e n e ra l p r a c tic e of body m ounting is on
lo n g itu d in al s ills ; how ev er, w h ere th e conditions
n e c e s s ita te m ounting d ire c tly on c ro s s s ills , the
follow ing p r a c tic e s should be o b se rv e d ;
1. S ills m u st r e s t sq u a re ly on fra m e top
flange. C o u n te rsin k s ill, if n e c e s s a ry , to c le a r
r iv e t h eads — do not u s e s p a c e r.
2. U se sa m e ty p e of m ounting b o lts and clip
p la te s a s d e s c rib e d in "M ounting B o lts ." The num ­
b e r of c lip s to u s e is of c o u rs e dependent upon
Figure 3 —M ethod of Attaching Longitudinal Sills to Body
load, body sty le , etc. C a rria g e o r step b o lts a r e
u se fu l in th is type m ounting, sin ce bolt heads p r o ­
je c t above flo o r.
3. U se wood blocks in fra m e channel w hen­
e v e r m ountings a r e u se d on fra m e . Mount clip
p la te s diagonally a c r o s s fra m e r a il - - w ith one
bolt fo rw a rd of c r o s s s ill and in sid e fra m e r a il
and o th e r bolt to r e a r of c r o s s s ill and o u tside
fra m e r a il.
4. U -b o lts cannot be u se d w ith th is type of
m ounting sin c e m ounting b o lts, of n e c e s s ity , p r o ­
je c t th ro u g h flo o r o r p la tfo rm of body. Make s u r e
th a t heads of b o lts a r e w ell su p p o rted a t body flo o r
w ith p la te s o r w a s h e rs .

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. I D - 58

BODY MOUNTINGS

IMPORTANT

DO NOT drill additional holes in frame.

Refer to F R A M E (SEC. 2) for additional cautions.

CHEVROLET 40-60 TRUCK SERVICE MANUAL


/liA . G onditioM itU f
INDEX
S ubject P ag e No.
G e n e ra l D e sc rip tio n ............................................. I E - 59
A ir C onditioning S y stem ..................................I E - 59
G e n e ra l In fo rm atio n ............................................. IE -6 2
P re c a u tio n s in Handling R e f r ig e r a n t- 12 . .I E - 6 2
P re c a u tio n s in Handling R e frig e ra n t L ines IE -6 3
M aintaining C hem ical S tability in The
R e frig e ra tio n S ystem .................................. IE -6 3
Gauge S e t ................................................................I E - 64
J-8 3 9 3 C harging Station ..................................IE -6 5
L eak T e stin g The S ystem .............................. I E -65
V acuum Pum p .................................................... IE -6 6
A v ailab ility of R e f r ig e r a n t- 12 .......................IE -6 6
C o m p re s s o r O il .................................................IE -6 7
C o m p re s s o r S e ria l N u m b e r .......................... I E - 67
In sp e c tio n and P e rio d ic S e rv ic e .......................I E - 67
P r e - D e liv e r y In sp ectio n ..................................I E - 67
6 ,000-M ile In sp ectio n ......................................I E - 67
P e rio d ic S e rv ic e .................................................I E - 67
In sta llin g Gauge Set to Check
S y stem O p e ra tio n ......................................... I E - 68
P e rfo rm a n c e T e s t ............................................. I E - 68
P e rfo rm a n c e D ata C h a r t ..................................I E - 68
E v a p o ra to r C on trol V alve (P.O .A .) . . . . IE -6 8
E xpansion Valve .................................................I E - 69
Engine Idle C o m p e n s a t o r ..................................I E - 70
R e frig e ra n t Quick C heck P ro c e d u re s . . . . I E - 70
E vacuating and C harg ing P ro c e d u re s . . . . IE -7 1
A ir Conditioning S ystem C ap a c itie s . . . . I E - 71
P u rg in g The S ystem ......................................... I E - 71
E vacu atin g and C h arg in g The S y stem . . . I E - 71
C hecking O il ........................................................ I E - 73
Adding O il to S y s t e m ......................................... IE -7 3
GENERAL DESCRIPTION
AIR CONDITIONING SYSTEM
(R e fe r to F ig u re s 2 and 4)
The A ir C onditioning s y s te m u s e s an e v a p o r­
a to r p r e s s u r e c o n tro l known a s th e P.O.A. (Pilot
O p e ra te d A bsolute) v alv e. The six -c y lin d e r r e c ip ­
ro c a tin g c o m p r e s s o r is b ra c k e t-m o u n te d to the
engine and b e lt d riv e n fro m th e c ra n k sh a ft p u lley .
The c o n d e n se r is m ounted ahead of the engine
cooling r a d ia to r and th e re c e iv e r- d e h y d r a to r is
m ounted in th e r e f r ig e r a n t lin e d o w n stre a m of the
c o n d e n s e r. All cooling s y s te m co m ponents a re
co n n ected by m ean s of flex ib le r e f r ig e r a n t lin e s.
Both th e h eatin g and cooling functions a re p e r ­
fo rm e d by th is s y s te m . A ir e n te rin g the v ehicle
m u st p a s s e ith e r thro u g h the cooling unit (e v a p o r­
Sec. IE-59
S ubject P ag e No.
C om ponent R ep lacem ent and M inor R e p a irs .I E - 7 4
R e frig e ra n t L ine C o n n e c t i o n s .......................IE -7 4
R e p a ir of R e frig e ra n t L e a k s .......................... IE -7 4
R e frig e ra n t H ose F a i l u r e .............................. IE -7 5
P re p a rin g S y stem F o r R ep lacem ent
of C om ponent P a r t s ......................................IE -7 5
F o re ig n M a te ria l in The S y s t e m ...................IE -7 6
Sight G la ss R e p l a c e m e n t ..................................IE -7 6
C o n tro l A ssem bly ............................................. IE -7 6
C o n den ser ............................................................IE -7 7
R e c e iv e r - D e h y d r a to r ......................................... IE -7 8
Expansion Valve .................................................IE -7 8
P .O .A . Valve ........................................................ IE -7 8
B low er A s s e m b l y .................................................IE -7 9
E v a p o ra to r ............................................................ IE -7 9
B low er and E v a p o ra to r C a s e .......................... I E - 79
H e a te r C a s e ............................................................ I E - 80
H e a te r C o re ........................................................ IE -8 1
B low er M otor S w i t c h ......................................... I E - 82
B low er M otor R elay ......................................... IE -8 2
C o m p re s s o r C lutch Switch .......................... IE -8 2
B low er R e s is to r U n i t ......................................... I E - 83
Hot W ater Shut-O ff V alve .............................. I E - 83
M uffler and C o n nector B l o c k .......................... I E - 83
K ick P a n e l A ir Valve A ctu ato r .......................I E - 83
Kick P a n e l A ir V a l v e ......................................... I E - 83
P lenum A ir V alve .............................................I E -84
A ir Conditioning W iring D i a g r a m ............... IE -8 5
In su fficien t Cooling D iagnosis C h a rt . . . .I E - 8 6
In su fficien t C ooling D iagnosis C h a rt N otes I E - 87
C o m p re s s o r ........................................................ IE -8 8
A ir C onditioning S p e c i f i c a t i o n s .......................... I E - 88
a to r) o r through the heating unit, o r through both.
The sy ste m is th u s r e f e r r e d to a s a p a ra lle l sy ste m .
FAN tNSlfii. AIR o u t s id e D EFRO STER
TEMPERATURE
fU coom
Figure 1—A ir C onditioning Controls
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. IE-60

AIR CONDITIONING

EVAPO RATO R
EVAPO RA TO R C O RE A S S E M B L Y UNDERHOOD FORWARD

Figure 2 —A ir Conditioning System Components

EVAPORATOR
TO
CENTER DASH
OUTLET
BLOWER
ASSEMBLY

TO
DEFROSTER
OUTLETS

RECIRCULATING
AIR INLET
VALVE
\ DEFROSTER
FLOOR DOOR
OUTLET T-3873

Figure 3 - A ir - F lo w Schematic

CHEVROLET 40-60 TRUCK SERVICE MANUAL


POA SUCTION
THROTTLING v.
VALVE _
COMPRESSOR
(Operates
continually CONDENSER
while system
is in operation)
□ H. P. VAPOR H H. P. LIQUID H L. P. LIQUID
Figure 4 —A ir C onditioning Cycle of O peration
The e v a p o ra to r p ro v id e s m axim um cooling of
the a ir p a s s in g th ro u g h th e c o re when th e a ir con­
ditioning s y s te m is c a llin g fo r cooling. The co n tro l
valve a c ts in th e s y s te m only to c o n tro l the ev ap ­
o r a to r p r e s s u r e so th a t m inim um p o ssib le te m p e r ­
a tu re is ach iev ed w ithout c o re fre e z e -u p . The valve
is p r e - s e t , h as no m anual c o n tro l, is a u to m atica lly
altitu d e co m p en sated , and n o n -re p a ira b le .
S y stem o p e ra tio n is a s follow s (re f e r to fig.
3): A ir, e ith e r o u tsid e a ir . r e c ir c u la te d a ir , o r a
m ix tu re , e n te r s the s y s te m and is fo rc e d th rough
th e sy s te m by the b lo w er.
The a ir p a s s e s by the te m p e ra tu re door and
is d ire c te d th ro u g h the h eatin g o r cooling c o re s ,
o r s p lit to flow th ro u g h both. A fter flowing through
th e c o re , o r c o r e s , th e a ir p a s s e s the o u tle ts door
w hich d ir e c ts it to th e d a sh o r flo o r o u tle ts o r both.
A ir d ire c te d to th e d ash o u tle ts is fin ally c o n tro lle d
by th e p o sitio n of the a ir o u tle ts . A ir d ire c te d to
th e flo o r o u tle ts p a s s e s the d e f r o s te r d oor w hich
d ir e c ts th e a ir out th e flo o r o u tle ts, the d e fro s te r
o u tle ts, o r both.
L inkage is so d esig n ed th a t when th e sy ste m
c o n tro ls a r e c a llin g fo r h eat, a ir w ill e n te r the
Sec. IE-61
AIR CONDITIONING
GAUGE
F IH IN G EXTERNAL
'EQUALIZER LINE
EVAPORATOR
£•] L. P. VAPOR H. P. POWER ELEMENT
T-3874
veh icle through the flo o r d is trib u to r duct, and when
the s y ste m c o n tro ls c a ll fo r cooling, a ir w ill e n te r
through the th re e d ash o u tle ts. The sid e d ash o u t­
le ts may be ro ta te d to p ro v id e e ith e r soft, diffused
a ir-flo w o r spot cooling. R otate half-w ay to shut
off a ir-flo w . The b a r r e l type outlet in the c e n te r of
the d ash w ill d ire c t a ir up o r down o r, if d e sire d ,
shut it off.
CONTROLS
F ull c o n tro l of the ’’A ir C onditioning" is ob­
ta in e d through the u se of a sin g le c o n tro l panel
(fig. 1). The c o n tro l le v e rs m ake use of Bowden
c ab les and vacuum to a c tiv ate the v a rio u s d o o rs
-\nd sw itch es n e c e s s a ry fo r s y ste m o p eratio n .
T h e re fo re , c o n tro l a d ju stm e n t is a m a tte r of p ro p ­
e rly se ttin g th e se Bowden c a b le s. T he follow ing
p a ra g ra p h s explain each co n trol.
OUTLETS L e v er
T his le v e r a c tu a te s an a ir d iv e r te r door w ith­
in the duct a ssem b ly which ro u te s a ir-flo w when
fully rig h t ("H EA TER") to the flo o r d is trib u to r
d u c ts (for h e a te r operation) o r when fully left
("A /C ") to the d ash o u tle ts (for cooling operatio n ).
Moving th is le v e r to w ard th e le ft fro m the
"H EA TER " p o sitio n w ill a c tiv ate the c o m p re s s o r
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. IE-62
AIR CONDITIONING
clu tch sw itch and s e t th e cooling p o rtio n of the s y s ­
te m in o p e ra tio n p ro v id in g th e "FA N " sw itch is
tu rn e d on.
When th e le v e r is m oved fully to w ard the rig h t
("H EA TE R " po sitio n ) th e "A IR" c o n tro l le v e r w ill
au to m atic a lly m ove to th e "OUTSIDE" a ir p o sitio n .
TEMPERATURE L e v e r
The "TEM PER A TU R E" le v e r, thro u g h its Bow­
den cab le , a c tu a te s th e d o o r w hich c o n tro ls o u tlet
te m p e ra tu re . T h is door is n e c e s s a ry to p e rm it
m ixing of hot and cool a ir to p ro v id e the d e s ire d
conditioned a ir o u tlet te m p e ra tu re w h eth er d u rin g
heating o r cooling o p e ra tio n s .
The te m p e ra tu re d o o r d ir e c ts th e a ir-flo w
through e ith e r the h e a te r c o re , the e v a p o ra to r c o re
o r throu g h both. When th e s y s te m is s e t fo r full
cooling, all a ir p a s s e s th ro u g h the e v a p o ra to r c o re .
When w a rm e r o u tlet a ir is d e s ire d , the te m p e r ­
a tu re door is m oved by the "TEM PERA TU RE"
le v e r so th a t som e a ir p a s s e s th ro u g h the h e a te r
c o re . The w arm ed a ir m ix es w ith the cooled a ir
re su ltin g in a h ig h er o u tlet a ir te m p e ra tu re . In the
full "H O T" p o sitio n , all a ir flow s thro u g h the h e a te r
c o re . F o r c o o le r a ir , m oving the le v e r to w ard
"COOL" p o sitio n w ill send som e a ir thro u g h the
e v a p o ra to r c o re (in o p e ra tiv e when the "O U TLETS"
le v e r is s e t fo r h e a te r o p eratio n ) w hich in effect
GENERAL INFORMATION
PRECAUTIONS IN HANDLING
REFRIGERANT-12
In any vocation o r tr a d e , th e r e a r e e sta b lish e d
p ro c e d u re s and p r a c tic e s th a t have been developed
a fte r many y e a r s of e x p e rie n c e . In addition, o ccu ­
p ation h a z a rd s m ay be p r e s e n t th a t re q u ire the ob ­
se rv a tio n of c e r ta in p re c a u tio n s o r u se of Special
T ools and E quipm ent. O b serv in g th e p ro c e d u re s ,
p r a c tic e s and p re c a u tio n s of se rv ic in g r e f r i g e r ­
ation equipm ent w ill g re a tly re d u c e the p o s s ib il­
itie s of dam age to the c u s to m e r 's equipm ent as
w ell a s v irtu a lly e lim in atin g th e elem en t of h a z a rd
to the se rv ic e m a n .
R e frig e ra n t-1 2 is tr a n s p a r e n t and c o lo r le s s in p la c e the d ru m on a g as stove, ra d ia to r o r u se a
both the g aseo u s and liq u id s ta te . It h as a boiling
point of 2 1 .7 °F ., below z e r o and, th e re fo re , at a ll
n o rm a l te m p e ra tu re s and p r e s s u r e s it w ill be a
v a p o r. The v apor is h e a v ie r than a ir and is non-
in flam m ab le, nonexplosive, nonpoisonous (except
when in co n tact w ith an open flam e) and n o n c o r­
ro s iv e (ex cep t when in c o n ta c t w ith w a te r). The
follow ing p re c a u tio n s in handling R -12 should be
o b se rv e d at all tim e s .
1. All r e f r ig e r a n t d ru m s a r e shipped w ith a s y ste m . W elding o r ste a m clean in g can r e s u lt in a
heavy m etal sc re w cap. The p u rp o se of the cap is to
b y p a sse s the h e a te r c o re re su ltin g in le s s heat
output.
AIR CONTROL L e v e r
When the co n tro l is p ro p e rly ad ju sted , full left
("INSIDE") positio n w ill supply 100% r e c irc u la te d
in sid e a ir , and moving the le v e r to the w ord "OUT­
SIDE" w ill supply 100% o u tsid e a ir to the sy ste m .
L e v e r m ovem ent c o n tro ls a vacuum sw itch which
in tu rn ac tu a te s an a ir in le t door in the plenum
below the a ir in let g rille and a re c irc u la tin g a ir
door in the kick pad. In the full le ft p o sitio n , v a c ­
uum a lso c lo se s the hot w a te r sh u t-o ff valve, p r e ­
venting coolant flow through the h e a te r c o re .
DEFROSTER P o sitio n
A s the "AIR CONTROL" le v e r is m oved to the
rig h t fro m the "OUTSIDE" positio n to w ard the
w ord "D EFRO STER" the d iv e r te r door w ithin the
d is trib u to r duct m oves to send a p o rtio n of the a i r ­
flow to the d e fro s te r d u cts. F ull " rig h t" positio n
of the "AIR CONTROL" le v e r, a s ind icated on the
p an el, is the "D E -IC E " p o sitio n w hich sen d s the
to ta l a ir-flo w to the d e fro s te r du cts.
FAN Switch
The fan sw itch c o n tro ls the o p era tio n of the
th re e -sp e e d blow er m otor.
p ro te c t the valve and safety p lu g fro m d a m a g e .lt is
good p ra c tic e to re p la c e the cap a fte r each u se of
the d ru m .
2. If it is e v e r n e c e s s a ry to tr a n s p o rt o r c a r r y
a d ru m o r can of r e f rig e ra n t in a c a r , keep it in
the luggage co m p a rtm en t. R e frig e ra n t should not
be exposed to the ra d ia n t heat fro m the sun fo r the
re su ltin g in c re a s e in p r e s s u r e may cau se the s a fe ­
ty plug to r e le a s e o r the d ru m o r can to b u rs t.
3. D ru m s o r d isp o sab le can s should n e v e r be
su b jec ted to high te m p e ra tu re when adding r e f r ig ­
e ra n t to the sy ste m . In m o st in sta n c e s, heating the
d ru m o r can is re q u ire d to r a is e the p r e s s u r e in
the c o n ta in e r h ig h er than the p r e s s u r e in the s y s ­
te m during the o p e ratio n . It would be unw ise to
blow to rc h w hile p re p a rin g fo r the ch arg in g o p e r­
ation, fo r a s e rio u s accid en t can r e s u lt. Do not
depend on the safety plug - many d ru m s have b u r s t
when the safety plug failed . R e m em b e r, high p r e s ­
s u re m eans th at g re a t fo rc e s a re being e x e rte d
a g a in st the w a lls of the c o n ta in e r. A bucket of
w a rm w a te r, not o ver 125°F ., o r w a rm w et ra g s
around the c o n ta in e r is all the h eat th a t is re q u ire d .
4. Do not w eld o r ste a m cle a n on o r n e a r the
dan g ero u s p r e s s u r e build-up in th e sy ste m .
CHEVROLET 40-60 TRUCK SERVICE MANUAL

5. When fillin g a s m a ll d ru m fro m a la rg e one,
n e v e r fill the d ru m co m p le te ly . Space should a l­
w ays be allow ed above th e liquid fo r expansion. If
the d ru m w e re co m p letely fu ll and the te m p e ra tu re
w as in c re a s e d , h y d rau lic p r e s s u r e w ith its t r e ­
m endous fo rc e would r e s u lt.
6. D isch arg in g la rg e q u a n titie s of R -12 into a
ro o m can u su ally be done sa fe ly a s th e v apor would
p ro d u ce no ill e ffe c ts, how ever, in th e event of an
ac c id e n tal ra p id d isc h a rg e of th e s y ste m , it is r e c ­
om m ended th a t in h alatio n of la r g e q u a n titie s of R - l 2
be avoided. T h is caution is e sp e c ia lly im p o rta n t
if th e a r e a co n tain s a flam e produ cin g device such
a s a g a s h e a te r . W hile R -12 n o rm a lly is nonpoison-
ou s, heavy c o n c e n tra tio n s of it in co n tact w ith a
liv e fla m e w ill p ro d u ce a toxic g a s. The sam e gas
w ill a lso a tta c k all b rig h t m etal s u rfa c e s .
7. DO NOT EXPOSE EYES TO REFRIGERAN T.
One of the m o st im p o rta n t p re c a u tio n s is p r o te c ­
tio n of th e ey es when handling r e f r ig e r a n t. Any
liq u id r e f r ig e r a n t w hich m ay ac c id e n tally esca p e
is a p p ro x im a te ly 2 1 .7 °F ., below z e ro . If any r e ­
f r ig e r a n t co m es in co n tact w ith th e ey es, s e rio u s
in ju ry could r e s u lt. A lw ays w e a r goggles to p r o ­
te c t the ey es when handling re f r ig e r a n t.
If r e f r ig e r a n t should com e in co n tact w ith the
eyes:
a. DO NOT ru b th e e y e s. Splash th e eyes w ith
cold w a te r to g rad u ally get th e te m p e ra tu re above
th e fre e z in g p oint.
b. Apply a p ro te c tiv e film of an a n tise p tic oil
o v e r the e y e -b a ll to re d u c e th e p o s s ib ility of in ­
fectio n .
c. C onsult a d o c to r o r an eye s p e c ia lis t im ­
m ed iately .
Should liq u id r e f r ig e r a n t com e in co ntact w ith
th e sk in , th e in ju ry should be tr e a te d the sa m e a s
though th e skin had been fro s tb itte n o r fro z e n .
PRECAUTIONS IN HANDLING
REFRIGERANT LINES
1. All m etal tubing lin e s should be fr e e of
k in k s, b e c a u se of the r e s tr ic tio n th a t kinks w ill
o ffe r to the flow of r e f r ig e r a n t. The r e f r ig e ra tio n
c a p a c ity of the e n tire s y s te m can be g re a tly r e ­
duced by a sin g le kink.
2. The flex ib le h o se lin e s should n e v e r be
b en t to a ra d iu s of le s s than 10 tim e s the d ia m e te r
of the h o se.
3. The flex ib le h o se lin e s should n e v e r be
allow ed to com e w ithin a d ista n c e of 2 -1 /2 " of the
ex h au st m anifold.
4. F le x ib le h ose lin e s should be in sp ec ted at
le a s t once a y e a r fo r le a k s o r b r ittle n e s s . If found
b r ittle o r leakin g they should be re p la c e d w ith new
lin e s .
Sec. IE-63
AIR CONDITIONING
5. U se only se a le d lin e s fro m P a rts Stock.
6. When disconnecting any fittin g in the r e ­
frig e ra tio n sy ste m , the sy ste m m u st f ir s t be d is ­
c h a rg e d of a ll re f r ig e r a n t. H ow ever, p ro c e e d v ery
c au tio u sly , r e g a r d le s s of gauge re a d in g s. Open
v ery slow ly, keeping face and hands away so th a t
no in ju ry can o c c u r, if th e re happens to be liquid
re f r ig e r a n t in the lin e . If p r e s s u r e is noticed when
fittin g is loosened, allow it to bleed off v e ry slow ly.
CAUTION: Always w e a r safety goggles
when opening re f r ig e r a n t lin e s.
7. In the event any line is opened to a tm o s ­
p h e re , it should be im m ed iately capped to p re v e n t
e n tra n c e of m o istu re and d irt.
8. The u se of the p ro p e r w ren c h e s when m ak­
ing connections on O -rin g fittin g s, is im p o rta n t.
The u se of im p ro p e r w ren ch es may dam age the
connection. The opposing fitting should alw ays be
backed up w ith a w ren ch to p re v e n t d isto rtio n of
connecting lin e s o r com ponents. When connecting
the flex ib le hose connections it is im p o rta n t th at
the sw aged fittin g and the fla re nut, a s w ell a s the
coupling to w hich it is attached, be held at the sam e
tim e using th re e d iffe re n t w ren c h es to p re v e n t
tu rn in g the fittin g and dam aging the ground s e a t.
9. O -rin g s and s e a ts m ust be in p e rfe c t co n ­
d ition. The s lig h te s t b u r r o r p iece of d ir t may
c au se a le ak .
10. Sealing b e ad s on hose clam p connections
m u st be fre e of n ick s and s c ra tc h e s to a s s u re a
p e rfe c t s e a l.
MAINTAINING CHEMICAL STABILITY
IN THE REFRIGERATION SYSTEM
The m etal in te rn a l p a r ts of the re fr ig e r a tio n
sy ste m and the r e f r ig e r a n t and oil contained in the
sy ste m a r e d esigned to re m a in in a s ta te of c h e m ­
ic a l sta b ility a s long a s p u re R -12 and u ncontam ­
in ated re fr ig e r a tio n oil is used in the sy ste m .
H ow ever, when ab norm al am ounts of fo re ig n
m a te ria ls , such a s d irt, a ir , o r m o istu re a re a l­
lowed to e n te r the sy ste m , the c h em ic al stab ility
m ay be u p set. When a c c e le ra te d by heat, th e se con­
tam in an ts m ay fo rm a c id s and sludge and eventu­
ally ca u se the b re a k down of com ponents w ithin the
sy ste m . In addition, con tam in an ts m ay affect the
te m p e r a tu r e - p r e s s u r e re la tio n sh ip of R -12, r e ­
su lting in im p ro p e r op eratin g te m p e ra tu re and
p r e s s u r e s and d e c re a s e d efficiency of the sy ste m .
The follow ing g e n e ra l p r a c tic e s should be ob­
s e rv e d to a s s u r e ch em ical sta b ility in the sy ste m .
1. W henever it b eco m es n e c e s s a ry to d isc o n ­
n ect a r e frig e r a n t o r gauge lin e, it should be im ­
m ediately capped. Capping the tubing w ill a lso p r e ­
vent d ir t and fo reig n m a tte r fro m e n te rin g .
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. IE-64

AIR CONDITIONING

re fr ig e r a tio n oil in the c o n ta in e r is a s m o istu re -

fre e a s it is p o ssib le to m ake it. T h e re fo re , it w ill
quickly a b so rb any m o istu re w ith w hich it co m es
in c o n tact. F o r th is sam e re a s o n the oil co n ta in e r
should not be opened until re a d y fo r u se and then
it should be capped im m e d iately a fte r u se.
4. When it is n e c e s s a ry to open a sy ste m , have
everything you w ill need re a d y and handy, so th at
a s little tim e as p o ssib le w ill be re q u ire d to p e r ­
form the o p eratio n . Do not leav e the sy ste m open
any lo n g er than is n e c e s s a ry .
5. F inally, a fte r th e o p eratio n h as been c o m ­
p le te d and the sy ste m se a le d again, a ir and m o is ­
tu re should be evacuated fro m the sy ste m b e fo re
re c h a rg in g .

GAUG E SET

Figure 5 —G au g e Set The gauge s e t (fig. 5) is used when purging,

evacuating, charg in g o r diagnosing tro u b le in the
2. T ools should be kept c le a n and d ry . T his
sy ste m . The gauge at the left is known a s the low
also in clu d es th e gauge s e t and re p la c e m e n t p a r ts .
p r e s s u r e gauge.
3. When adding oil, th e c o n ta in e r should be
exceptio n ally cle a n and d ry due to the fa c t th a t the The face is g rad u a ted into pounds of p r e s s u r e
and, in the opposite d ire c tio n , in in c h es of vacuum .
T his is the gauge th at should alw ays be used in
L O W PRESSURE H IGH PRESSURE checking p r e s s u r e s on the low p r e s s u r e sid e of the
CO N TRO L CO N TRO L (2)
sy ste m . When a ll p a r ts of the sy ste m a re fu n ctio n ­
ing p ro p e rly the re f r ig e r a n t p r e s s u r e on the low
p r e s s u r e sid e n e v er fa lls below 0 pounds p r e s s u r e .
H ow ever, s e v e ra l ab n o rm al conditions can o ccu r
VACUUM th a t w ill c a u se the low p r e s s u r e to fall into a p a r ­
C O N TRO L FREO N tia l vacuum . T h e re fo re , a low p r e s s u r e gauge is
(3) CO NTROL
(4)
re q u ire d .
L O W PRESSURE The high p r e s s u r e gauge is used fo r checking
G A U G E LINE H IGH PRESSURE
G A U G E LINE
p r e s s u r e s on the high p r e s s u r e sid e of the sy ste m .
The connection at the le ft is fo r attach in g the
OIL
IN JEC TO R 5 LB. C H A R G IN G low p r e s s u r e gauge lin e and the one at the rig h t
CYLINDER
the high p r e s s u r e gauge lin e . The c e n te r co n n ecto r
is com m on to both and is fo r the p u rp o se of a tta c h ­
LEAK
DETECTOR ing a lin e fo r adding r e fr ig e r a n t, d isc h a rg in g r e ­
fr ig e ra n t, evacuating the sy ste m and o th e r u s e s .
FREO N DRUM When not re q u ire d , th is lin e o r connection should be
CO N TRO L VALVE
capped.
NOTE: Gauge fitting connections should be in ­
sta lle d h a n d -tig h t only and the connections le a k -
te s te d b e fo re p ro ceed in g .
The hand shutoff v alv es on the gauge m anifold
do not c o n tro l the opening o r clo sin g off of p r e s ­
s u re to the gau g es. They m e re ly c lo se each open­
ing to the c e n te r con n ecto r and to each o th e r. D u r­
ing m o st diagnosing and s e rv ic e o p era tio n , the
valv e s m ust be c lo se d . The only o ccasio n fo r open­
ing both at the sam e tim e would be to b y p a ss r e ­
frig e ra n t vap o r fro m the high p r e s s u r e to the low
p r e s s u r e sid e of the sy ste m , o r in evacuating both
Figure 6 - J - 8 3 9 3 C harging Station s id e s of the sy ste m .

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. IE-65

AIR CONDITIONING

J-8393 CHARGING STATION O p eratin g D e tec to r

1. Open the c o n tro l valve only u n til a low h iss
The J-8 3 9 3 C harging S tation (fig. 6) is a p o r t­ of g as is h e a rd , then lig h t the gas at opening in the
a b le a sse m b ly c o n sistin g of a vacuum pum p, r e ­ chim ney.
f r ig e r a n t supply, gaug es, v alv es, and m ost im ­ 2. A djust the flam e u n til d e s ire d volum e is
p o rta n t, a five (5) pound m e te rin g r e f r ig e r a n t obtained. T h is is m ost s a tis fa c to ry when the blue
ch arg in g c y lin d e r. The u se of a ch arg in g c y lin d e r fla m e is ap p ro x im ately 3 /8 " above th e r e a c to r
e lim in a te s the need fo r s c a le s , hot w a te r p a ils , etc. p la te . T he re a c tio n p la te w ill quickly heat to a
The r e f r ig e r a n t is m e te re d into th e s y ste m by c h e rry re d .
volum e, the c o r r e c t am ount m ay be added to the 3. E xplore fo r le a k s by moving the end of the
s y s te m and the un it re m a in s "plum bed” at a ll sam pling hose around p o ssib le le a k po in ts in the
tim e s and thus e lim in a te s lo s s of r e f r ig e ra n t in sy ste m . Do not pinch o r kink h o se.
p u rg in g of lin e s and hook-up, com bines to enable
th e o p e ra to r to get fu ll u se of a ll r e fr ig e ra n t. NOTE: Since R -12 is h e a v ie r than a ir , it is
A ll evacuation and c h arg in g equipm ent is hook­ good p ra c tic e to p lace open end of sam pling tube
ed to g e th e r in a com pact p o rta v le un it (fig. 6). It im m e d iate ly below point being te ste d , p a rtic u la rly
b rin g s a i r conditioning s e r v ic e down to the b a sic in c a s e s of sm a ll le a k s.
p ro b le m of hooking on two h o se s, and m anipulating
c le a r ly lab eled v a lv e s. CAUTION: Do not b re a th e the fu m es
th at a re pro d u ced by the burning of R -12
LEAK TESTING THE SYSTEM g as in the d e te c to r flam e, sin ce such
fu m es can be toxic in la rg e c o n c e n tra ­
W henever a r e f r ig e r a n t le a k is s u sp e c te d in tio n s of R -12.
th e s y s te m o r a s e r v ic e o p e ra tio n p e rfo rm e d w hich
r e s u lts in d istu rb in g lin e s o r co nnections, it is a d ­ 4. W atch fo r c o lo r ch an g es. The c o lo r of the
v isa b le to te s t fo r le a k s . Com m on se n se should be flam e w hich p a s s e s through the re a c tio n p la te w ill
th e g o verning fa c to r in p e rfo rm in g any le a k te s t, change to yellow when sam pling hose d ra w s in v ery
s in c e the n e c e s s ity and extent of any su ch te s t w ill, sm a ll le a k s of R -12. L a rg e le a k s w ill be in d icated
in g e n e ra l, depend upon the n a tu re of the com plaint by a change in c o lo r to a vivid p u rp lis h -b lu e . When
and th e type of s e r v ic e p e rfo rm e d on th e sy ste m . the sam pling hose p a s s e s the le ak , the fla m e w ill
It is b e tte r to te s t and be s u re , if in doubt, than to c le a r to an a lm o st c o lo rle s s p a le -b lu e again. If the
r i s k p o s s ib ility of having to do the job o v e r again. flam e re m a in s yellow when unit is rem o v ed fro m
NOTE: The u se of a le a k d etectin g dye w ithin leak, in su fficien t a ir is being draw n in o r the r e ­
the s y s te m is not reco m m en d ed b ecau se of the action p la te is d irty .
follow ing re a s o n s :
1. R e frig e ra n t leak ag e can e x is t w ithout any
oil le a k a g e . In th is c a s e th e dye w ill not in d ic ate
th e leak , how ever, a to rc h d e te c to r w ill.
2. The addition of a d d itiv e s, o th e r th an in h ib ­
ito r s , m ay a lte r the sta b ility of the r e f r ig e ra tio n
s y s te m and c a u se m alfu n ctio n s.
3. Dye type le a k d e te c to rs w hich a r e insoluble
fo rm a c u rd le w hich can block th e in le t s c re e n of
the ex pansion v alv e.
LEAK D ETEC TO R
Tool J-6 0 8 4 (fig. 7) is a p ro p an e g a s-b u rn in g
to rc h w hich is u se d to lo c a te a le a k in any p a r t of
the s y s te m . R e frig e ra n t g a s draw n into the s a m p l­
ing tube a tta c h e d to th e to rc h w ill c a u se the to rc h
fla m e to change c o lo r in p ro p o rtio n to th e siz e of
the le a k . P ropane g a s fuel c y lin d e rs u sed w ith the
to rc h a r e re a d ily a v a ila b le c o m m e rc ia lly th ro u g h ­
out th e co u n try .

CAUTION: Do not u se lig h ted d e ­

te c to r in any p la c e w h ere co m b u stib le
o r ex p lo siv e g a s e s , d u sts, o r v a p o rs
m ay be p r e s e n t.
Figure 7—Leak Detector

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. IE-66

AIR CONDITIONING
av ailab le fo r th is p u rp o se . It is used a s a com pon­
ent p a r t of the C harging S ta tio n (J-8 3 9 3 ), d e sc rib e d
p re v io u sly . The following p re c a u tio n s should be
o b serv ed re la tiv e to the o p era tio n and m aintenance
of th is pum p.
1. Make s u re d u st cap on d isc h a rg e o u tle t of
FIVE AMP vacuum pump is rem oved b e fo re o p eratin g .
TIME DELAY 2. Keep all openings capped when not in u se,
FUSE to avoid m o istu re being draw n into the sy ste m .
3. Oil should be changed a fte r e v ery 250 h o u rs
of n o rm a l o p era tio n .

To change oil, sim ply u n sc rew hex nut lo cated

on back sid e of pum p, tilt b ackw ard and d ra in out
oil (fig. 8). R ech arg e w ith eight ounces of vacuum
pum p oil F rig id a ire -1 5 0 o r equivalent (fig. 8). If
CORD TO PUMP PUMP DISCHARGE you d e s ir e to flu sh out the pum p, u se th is sam e
110 AC SOURCE INLET OUTLET type clea n o il. Do not use so lv en t.
NOTE: Im p ro p er lu b ric a tio n w ill sh o rte n the
life of pum p.
1. If th is pump is su b jec ted to e x tre m e o r
prolonged cold, allow it to re m a in in d o o rs until oil
h as re a c h e d ap p ro x im ate ro o m te m p e ra tu re . F a il­
u re to w a rm oil w ill r e s u lt in a blown fu se .
2. A five a m p e re tim e delay c a rtrid g e fu se h as
been in sta lle d in the com m on lin e to p ro te c t the
w indings of the c o m p re s s o r. The fu se w ill blow,
if an e x c e ssiv e load is p la ce d on the pum p. In the
event the fu se is blow, re p la c e w ith a five a m p e re
tim e delay fu se - DO NOT USE A SUBSTITUTE
FUSE a s it w ill r e s u lt in dam age to th e sta rtin g
w indings.
3. If the pum p is being u tiliz e d to ev acu ate a
b u rn t-o u t sy ste m , a f ilte r m ust be connected to the
intake fittin g to p re v e n t any sludge fro m c o n tam in ­
ating the w orking p a r ts , w hich w ill r e s u lt in m a l­
function of the pum p.
4. Do not u se the vacuum pump a s an a ir co m ­
p re sso r.

AVAILABILITY OF REFRIGERANT-12

R e fr ig e r a n t-12 is a v ailab le through P a rts Stock

Figure 8 —Vacuum Pump
NOTE: A r e f r ig e r a n t le a k in the high p r e s s u r e
sid e of the sy s te m m ay be m o re e a sily d e te c te d
when, if p o ssib le , th e s y s te m is in o p e ra tio n . A
le a k on the low p r e s s u r e sid e m ay be m o st e a sily
d e te c te d a fte r the engine h a s been shutoff fo r s e v ­
e r a l m in u tes to allow s y s te m p r e s s u r e s to e q u a liz e .
T h is p a r tic u la r ly ap p lies to the fro n t s e a l.
VACUUM PUMP
A vacuum pum p should be u se d fo r evacuating
a ir and m o is tu re fro m th e a ir conditioning s y s te m .
Vacuum pum p (Tool J-5 4 2 8 -0 2 ) (fig. 8), is
in 25 lb . d ru m s and in 15 oz. d isp o sab le c a n s.
V alves a r e av ailab le fo r th e d isp o sa b le ca n s, w hich
m ay be used a s individual c a n s o r a s a group of up
to fo u r c a n s (r e f e r to fig. 9).
Tool J-6 2 7 2 -0 1 is u sed w ith one through four
c a n s. The u se of the fo u r-c a n fix tu re m akes it p o s ­
sib le to c h a rg e the sy ste m w ith a known quantity
of re f r ig e r a n t w ithout the use of w eighing equip­
m ent n e c e s s a ry w ith the la r g e r d ru m . The sin g le
can Valve J-6271 can be u sed fo r com pleting the
c h a rg e and fo r m isc e lla n e o u s o p e ra tio n s such a s
flu sh in g . The v a lv e s a r e in sta lle d by p ie rc in g the
top se a l of the c a n s.
E vacuating and ch arg in g p ro c e d u re s la te r in
th is sectio n w ill m ake u se of th e J-8 3 9 3 C harging
Station w hich u s e s the 25 pound d ru m of r e f r ig e r a n t.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. IE-67

AIR CONDITIONING

COMPRESSOR OIL
S pecial r e f r ig e r a tio n lu b ric a n t should be used
in th e s y s te m . It is a v ailab le in one q u a rt g ra d u a te d
b o ttle s th ro u g h P a rts Stock. T h is o il is a s fr e e
fro m m o is tu re and co n ta m in a n ts a s it is p o ssib le
to a tta in by hum an p r o c e s s e s . T h is condition should
be p r e s e r v e d by im m e d ia te ly capping the b ottle
w hen not in u se .
R e fe r to "A ir C onditioning S y stem C a p a c itie s”
fo r th e to ta l sy s te m o il c a p a c ity .

Due to the p o ro s ity of th e r e f r ig e r a n t h o ses

and co n n ectio n s, th e sy s te m r e f r ig e r a n t lev el w ill
show a d efin ite d ro p a fte r a p e rio d of tim e . Since
th e c o m p r e s s o r oil is c a r r ie d th roughout the e n ­
t i r e s y ste m m ixed w ith th e r e f r ig e r a n t a low r e ­
f r ig e r a n t le v e l w ill c a u se a d an g ero u s la c k of lu ­
b ric a tio n . T h e re fo re the r e f r ig e r a n t c h a rg e in the
s y s te m h as a d efin ite tie - in w ith th e am ount of oil
found in the c o m p re s s o r and an in su ffic ie n t c h arg e
m ay even tu ally le a d to an oil b u ild -u p in the evap­
o r a to r . Figure 9 —Refrigerant— 12 D isposable Cans and Valves

COMPRESSOR SERIAL NUMBER The s e r ia l n um ber c o n s is ts of a s e r ie s of n u m b e rs

and le tte r s . T h is s e r ia l num ber should be r e f e r ­
The c o m p re s s o r s e r ia l n u m b er is lo c ated on enced on a ll fo rm s and c o rre sp o n d e n c e re la te d to
th e s e r ia l n u m b er p la te on top of th e c o m p re s s o r. the se rv ic in g of th is p a r t.

INSPECTION AND PERIODIC SERVICE

PRE-DELIVERY INSPECTION 6,000 MILE INSPECTION

1. C heck th a t engine ex h au st is su itab ly v e n t­
ila te d .
2. C heck th e c o m p r e s s o r b e lt fo r p ro p e r
te n sio n .
3. W ith c o n tro ls p o sitio n e d fo r o p e ra tio n of
th e s y ste m , o p e ra te the unit fo r ten m in u tes at ap ­
p ro x im a te ly 2,000 rp m . O b serv e th e clu tc h pulley
b o lt to se e th a t th e c o m p r e s s o r is o p e ra tin g at the
sa m e sp eed a s th e clu tch p u lley . Any sp eed v a r i­
atio n in d ic a te s clu tch slip p a g e .
4. B efore tu rn in g off th e engine, check the
sig h t g la s s to se e th a t th e unit h a s a su fficien t R e­
f r ig e r a n t c h a rg e . The g la s s should be c le a r , a l­
though d uring m ild e r w e a th e r it m ay show tr a c e s
of b u b b les. F oam in th e flow in d ic a te s alo w c h a rg e .
No liq u id v isib le in d ic a te s no c h a rg e .
5. C heck h o se clam p co n n ectio n s. If clam p
sc re w to rq u e is le s s than 10 lb . in ., re tig h te n to
20-25 lb . in . Do not tig h ten to new h o se s p e c ific a ­
tio n s o r h o se leak ag e m ay o c c u r. L eak te s t the
co m p lete s y s te m .
6. If th e r e is ev id en ce of oil leak , ch eck co m ­
p r e s s o r to s e e th a t th e oil c h a rg e is s a tis fa c to ry .
7. C heck th e s y s te m c o n tro ls fo r p ro p e r o p e r­
ation.
1. C heck fo r in d ication of a r e f r ig e r a n t lea k .
2. If th e re is an indication of an oil leak , check
th e c o m p re s s o r p ro p e r oil c h arg e.
3. C heck sig h t g la s s fo r p ro p e r c h a rg e of
R e f r ig e r a n t- 12.
4. T ighten th e c o m p re s s o r b ra c e and su p p o rt
b o lts and check th e c o m p re s s o r b e lt te n sio n .
5. C heck hose clam p connections a s d ire c te d
in p re v io u s Step 5.
NOTE: A slig h t am ount of oil leakage a t the
c o m p re s s o r fro n t se a l is c o n sid e re d n o rm a l.
PERIODIC SERVICE
1. In sp ec t c o n d e n se r re g u la rly to be s u re it is
not plugged w ith le a v e s o r o th e r fo reig n m a te ria l.
2. C heck e v a p o ra to r d ra in tu b e s re g u la rly fo r
d ir t o r r e s tr ic tio n s .
3. At le a s t once a y e a r, check the s y s te m fo r
p ro p e r r e f r ig e r a n t c h a rg e and the flex ib le h o se s
fo r b rittle n e s s , w e a r, o r le a k s.
4. E very 6,000 m ile s check sig h t g la s s fo r
low re f r ig e r a n t le v e l.
5. Check b e lt te n sio n re g u la rly .
6. E v ery w eek - du rin g w in te r m onths o r

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. IE-68

AIR CONDITIONING

o th e r p e rio d s when th e s y s te m is not being o p e r a t­ Should ex c e ssiv e head p r e s s u r e s be encoun­

ed re g u la rly - ru n th e s y ste m , s e t fo r m axim um te r e d at h ig h er am bient te m p e ra tu r e s , an 18-inch
cooling, fo r 10 o r 15 m in u tes to in s u re p ro p e r lu ­ fan p lac ed in fro n t of the veh icle and blowing into
b ric a tio n of s e a ls and m oving p a r ts . the co n d e n se r w ill pro v id e th e e x tra c irc u la tio n of
a ir needed to b rin g the p r e s s u r e s to w ithin the
INSTALLING GA UG E SET TO lim its sp ec ified .
CHECK SYSTEM OPERATION NOTE: H igher te m p e r a tu r e s and p r e s s u r e s
w ill o cc u r a t h ig h er am bient te m p e ra tu r e s . In a r e a s
The A ir C onditioning high p r e s s u r e gauge of high hum idity it is p o ssib le to have th e rm o m e te r
connection is lo c a te d on th e m u ffle r. The low p r e s ­ and gauge re a d in g s ap p ro ach but not re a c h the fig ­
s u re connection is lo c a te d on the P.O.A. valve. u r e s lis te d in the p e rfo rm a n c e ta b le s and s till have
1. In sta ll Gauge A d ap ter (J-5420 o r J-9459) a s a tis fa c to ry o p eratin g u n it. H ow ever, it is im ­
onto high and low p r e s s u r e h o se s of gauge s e t. p o rta n t to re m e m b e r th a t low p r e s s u r e h as a d ire c t
2. W ith th e engine stopped, rem o v e th e c a p s re la tio n sh ip to nozzle o u tlet te m p e ra tu re . If p r e s ­
fro m the c o re d valve gauge co n n ecto r on the co m ­ s u re is too low, ic e w ill g ra d u a lly fo rm on the
p r e s s o r fittin g s block and P.O.A. v alv e. e v a p o ra to r fin s, r e s tr ic tin g a ir-flo w into the p a s ­
3. C onnect th e gauge lin e s w ith a d a p te rs to the se n g e r a re a and re su ltin g in in su ffic ien t o r no
th re a d e d c o n n e c to r on th e c o m p re s s o r fittin g s cooling.
block and P.O.A. v alv e.
PERFORMANCE DATA CHART
CAUTION: When rem o v in g gauge lin e s
(R e frig e ra n t C harge = 3 lb s . - 4 Oz.)
fro m th e c o m p re s s o r fittin g s block, be
s u r e to rem o v e th e a d a p te rs r a th e r than T e m p e ra tu re of
the gauge lin e s fro m th e a d a p te rs . A ir E n terin g 70° 80° 90° 100° 110° 120°
C ondenser
PERFORMANCE TEST Engine rp m 2000
T h is te s t may be conducted to d e te rm in e if C o m p re sso r Head 145 185 200 215 255 285
the s y ste m is p e rfo rm in g in a s a tis fa c to ry m an n er P re s s u re 155 195 210 225 265 295
and should be u sed a s a guide by th e s e rv ic e m a n
E v a p o ra to r P re s s u re D ependent Upon A ltitude.
in diagnosing tro u b le w ithin the sy s te m . The fo l­
at P.O.A. See C h a rt at bottom of page.
low ing fixed conditions m u st be ad h e re d to in o rd e r
to m ake it p o ssib le to c o m p a re th e p e rfo rm a n c e of D isc h a rg e A ir
38 38 40 41 43 48
the s y s te m being te s te d w ith the s ta n d a rd s below: T e m p e ra tu re at
41 41 43 44 46 51
1. D o o rs and w indow s c lo se d . (V ehicle in sid e R ight-H and O utlet
o r in shade.)
2. Hood up and engine ex h au st su itab ly v e n t­
EVAPORATOR CONTROL VALVE
ila te d o
3. V ehicle in "N EU TR A L" w ith engine running (P.O.A.) (FIG. 10)
a t 2,000 rp m .
The only check fo r p ro p e r P.O.A. valve o p e r­
4. "AIR CONDITIONING" c o n tro ls s e t fo r
ation is to check the su ctio n p r e s s u r e at the valve
m axim um cooling and high blow er speed.
a s d u ring a p e rfo rm a n c e te s t. The P.O.A. valve is
5. "TEM PER A TU R E" knob and "A IR" knob
an absolute valve and w ill pro v id e d iffe re n t gauge
s e t fo r full re c irc u la tin g a ir .
re a d in g s b ase d on th e altitu d e w h e re the re a d in g s
6. Gauge s e t in s ta lle d .
a r e being tak en . C o r re c t gauge read in g at s e a lev el
7. S ystem s e ttle d out (ru n -in ap p ro x im ately
is 29.5 p sig . Gauge re a d in g s w ill be o n e-h alf p s i
10 m in u tes).
h ig h er fo r each additional -1,000 fe e t of elev atio n .
8. A th e rm o m e te r p la c e d in fro n t of v eh icle
The follow ing tab le lis ts gauge re a d in g s a t d iffe r­
g rille and an o th er in the rig h t-h a n d d iffu se r o u tle t.
ent a ltitu d e s. If a valve g ives im p ro p e r gauge r e a d ­
in g s, it m u st be re p la c e d sin ce it is n e ith e r r e ­
PERFORMANCE DATA
p a ira b le n o r a d ju stab le.
The follow ing "P erfo rm a n c e D ata" d efin es
n o rm a l o p e ra tio n of th e s y s te m und er above c o n d i­ 29.5 p sig . -■- Sea Level 32.5 p sig . -- 6000 ft.
tio n s. R elativ e hum idity d o es not a p p e a r in "D ata
30.0 p sig . -- 1000 ft. 33.0 p sig . -- 7000 ft.
C h a rt" b e c a u se a fte r running p re s c r ib e d len g th of
30.5 p sig . - .- 2000 ft. 33.5 p sig . -- 8000 ft.
tim e on r e c irc u la te d a ir and m axim um cooling, the
31.0 p sig . -- 3000 ft. 34.0 p sig . -- 9000 ft.
r e la tiv e hum idity of a ir p a ssin g o v er e v a p o ra to r
31.5 p sig . -- 4000 ft. 34.5 p sig . -- 10,000 ft.
c o re w ill re m a in at a p p ro x im a te ly 35% to 40% r e ­
g a r d le s s of th e am b ien t te m p e ra tu re of hum idity.
32.0 PSig. -- 5000 ft.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. IE-69

AIR CONDITIONING

EXPANSION VALVE
(R efer to F ig u re 11)
A m alfunction of th e expansion valve w ill be
c a u se d by one of th e follow ing con d itio ns: valve
stu c k open, valve stu c k c lo se d , b ro k en pow er e le ­
m ent, a r e s tr ic te d s c re e n o r an im p ro p e rly lo cated
o r in s ta lle d pow er e le m e n t bulb. The f i r s t th re e
c o n d itio n s re q u ire valve re p la c e m e n t. The la s t two
m ay be c o r r e c te d by re p la c in g the v alve in le t
s c r e e n and by p ro p e rly in sta llin g the pow er e le ­
m ent bulb.
A ttach m en t of the expansion valve bulb to the
e v a p o ra to r o u tlet lin e is v e ry c r itic a l. The bulb
m u st be a ttach ed tig h tly to th e lin e and m ust m ake
good c o n ta c t w ith th e lin e along th e e n tire length of
th e bulb. A lo o se bulb w ill r e s u lt in high low side
p r e s s u r e s and p o o r cooling. On b u lb s lo c ate d o u t­
sid e th e e v a p o ra to r c a s e in su la tio n m u st be p ro p ­
e rly in s ta lle d .
In d icatio n s of expansion valve tro u b le p ro v id ed
by the "P erfo rm a n c e T e s t" a r e a s follow s:

VALVE STUCK O PEN

N oisy C o m p re s s o r.
No C ooling.
VALVE STUCK CLOSED, PLUGGED SCREEN
OR BROKEN POW ER ELEM ENT
V ery Low Suction P r e s s u r e .
No C ooling.
POORLY LOCATED POW ER ELEM ENT BULB
N o rm a l P r e s s u r e .
P o o r C ooling.

C heck F o r D efective V alve

T he follow ing p ro c e d u re m u st be follow ed to
d e te rm in e if a m alfu n ctio n is due to a defective
expansion v alve.
1. C heck to d e te rm in e if the sy ste m w ill m eet
th e p e rfo rm a n c e te s t a s o u tlin ed p re v io u sly . If the
expansion v alv e is d efectiv e, th e low p r e s s u r e
re a d in g s (P.O .A . o r e v a p o ra to r p r e s s u r e ) w ill be
above sp e c ific a tio n .
2. The lo s s of s y s te m p e rfo rm a n c e is not a s
evid en t when th e c o m p re s s o r head p r e s s u r e is
below 200 p s i. T h e re fo re , it m ay be n e c e s s a ry to
in c r e a s e th e s y s te m head p r e s s u r e by p a rtia lly
blocking th e c o n d e n se r. D isco n n ect th e b lo w er lea d
w ire and re p e a t th e " P e rfo rm a n c e C heck” to d e ­
te rm in e if th e e v a p o ra to r p r e s s u r e can be obtained.
3. The s y s te m w ill a lso in d ic a te a low r e f r ig ­
e ra n t c h a rg e by bubbles o c c u rrin g in the sig h t
g la s s . S y ste m s equipped w ith a P .O .A . valve r e ­
q u ire the follow ing ad d itio n al te s t to d e te rm in e if
th e d eficien cy is th e expansion valve.
4. R em ove th e expansion valve bulb fro m the
e v a p o ra to r o u tle t p ip e, and the co n n ecto r on the
b lo w er r e s i s t o r . P la c e th e b lo w er on "LO W ." W ith Figure 11 —Expansion Valve

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. IE-70

AIR CONDITIONING

the engine o p e ra tin g a t 2,000 rp m , o b se rv e the ENGINE IDLE COMPENSATOR

P .O .A . gauge p r e s s u r e .
5. I n s e r t the expansion v alve bulb in a cup of T h is additional a id to p re v e n t sta llin g during
ic e . T his should r e s u lt in th e P .O .A . p r e s s u r e being p ro lo n g ed hot w ea th er p e rio d s is included w ith a ll
re d u c e d to a p p ro x im a te ly 30 p s i. If the p r e s s u r e a i r conditioned v e h ic le s. The idle co m p e n sato r is
does not re d u c e to th is le v e l, the P.O .A . v alve is a th e rm o s ta tic a lly co n tro lle d a i r b leed w hich su p ­
d efectiv e. If the p r e s s u r e fa lls co n sid e ra b ly below p lie s additional a ir to th e id le m ix tu re . The idle
30 p s i, th e expansion v alv e is d efectiv e. c o m p e n sa to r is lo c ated n e a r the c a r b u re to r.

REFRIGERANT QUICK CHECK PROCEDURE

A quick r e f e re n c e c h a rt below has been p ro v id ed fo r u se in determ in in g w h eth er o r not the

a i r conditioning s y s te m h as a p ro p e r c h a rg e of r e fr ig e ra n t. T h e se sim p le ch ecks can be m ade
in m a tte r of m in u te s, th u s fa c ilita tin g sy ste m d iagnosis by pinpointing the p ro b le m to th e am ount
of c h a rg e in th e s y s te m o r by elim in atin g th is p o ssib ility fro m the o v e ra ll checkout. R e fe r to
"R e frig e ra n t Q uick C heck P r o c e d u re s " c h a rt fo r exact ste p -b y -s te p p ro c e d u re .

REFRIGERANT QUICK CHECK PROCEDURES

(Check p ro c e d u re s should be m ade a t 70° F.)

S ta rt engine and p la c e on fa s t id le . Set

c o n tro ls fo r m axim um cold w ith b low er on high.

B ub b les p re s e n t in sig h t g la s s . No b ubbles. Sight g la ss c le a r .

S y ste m low on c h a rg e . C heck w ith le a k de­ S y stem is e ith e r c h a rg e d o r em pty. F e e l

te c to r . C o rre c t le a k , if any, and fill sy ste m high and low p r e s s u r e pip es a t c o m p re s s o r.
to p ro p e r c h a rg e . High p r e s s u r e pipe should be w arm ; low
p r e s s u r e pipe should be cold.

No a p p re c ia b le te m p e ra tu re d iffe re n tia l T e m p e ra tu re d iffere n tia l noted a t the com ­

noted at c o m p re s s o r. p re sso r.

S y stem em pty o r n e a rly em pty. T u rn off
engine and connect ch arg in g sta tio n . Induce
1 /2 lb. of r e f r ig e r a n t in sy s te m (if sy s te m
w ill not ac c e p t c h a rg e , s t a r t engine and draw
1 /2 lb. in th ro u g h low p r e s s u r e sid e ). Check
s y s te m w ith le a k d e te c to r.
Even though a d iffe re n tia l is noted, th e re
e x is ts a p o ssib ility of o v e rc h a rg e . An o v e r­
fille d s y ste m w ill r e s u lt in p o o r cooling d u r­
ing low sp eed o p e ratio n (as a r e s u lt of ex­
c e s s iv e head p r e s s u r e ) . An o v e rfill is e a sily
checked by disconnecting the c o m p re s s o r
clu tch co n n ecto r w hile o b serv in g the sight
g la s s .

If r e f r ig e r a n t in sig h t g la s s re m a in s c le a r If r e fr ig e ra n t foam s and then s e ttle s away

fo r m o re than 45 seco n d s (befo re foam ing
and then se ttlin g aw ay fro m sig h t g la ss) an
o v e rc h a rg e is in d icated . V erify w ith a p e r ­
fo rm a n c e check.
fro m sig h t g la s s in le s s than 45 seco n d s, it
can be a ssu m e d th a t th e r e is a p ro p e r c h arg e
of r e f rig e ra n t in sy ste m . Continue checking
out s y s te m usin g p e rfo rm a n c e checks out­
lined in th is m anual.

CHEVROLET 40-60 TRUCK SERVICE MANUAL


EVACUATING AND CHARGING PROCEDURES
AIR CONDITIONING SYSTEM
CAPACITIES
R e frig e ra n t C harge Oil C harge
3 lb s . 4 oz. 10 o z s . 525 v isc o sity
PURGING THE SYSTEM
In re p la c in g any of th e a ir conditioning co m ­
p o n en ts, the s y ste m m u st be co m p letely p u rg ed o r
d ra in e d of r e f r ig e r a n t. The p u rp o se is to low er the
p r e s s u r e in sid e the s y s te m so th a t a com ponent
p a r t can be safely rem o v ed .
1. W ith engine stopped, in s ta ll high and low
p r e s s u r e lin e s of gauge s e t to the p ro p e r high and
low p r e s s u r e gauge fittin g s (se e "In stallin g Gauge
Set to C heck S y stem O p eratio n ").
NOTE: B e fo re in sta llin g lin e s, be s u re th at all
fo u r c o n tro ls on gauge s e t a r e clo sed .
2. W ith plug rem o v ed fro m gauge c e n te r lin e ,
open high p r e s s u r e gauge v alve slig h tly to allow
r e f r ig e r a n t v a p o r to slow ly e sc a p e thro u gh c e n te r
lin e .
CAUTION: Do not open valve too
fa s t a s c o m p re s s o r o il m ay be d is c h a rg ­
ed w ith th e r e f r ig e r a n t. A ra g w rapped
aro u n d th e end of th e c e n te r gauge line
w ill p re v e n t the sp la sh in g of oil in the
event of a c c id e n tal ra p id d is c h a rg e .
3. W hen th e p r e s s u r e is re d u c e d to below 100
pounds on the high p r e s s u r e gauge, open the low
p r e s s u r e gauge valve and continue d isc h a rg in g until
a ll r e f r ig e r a n t h as been re le a s e d . C lose both gauge
v a lv e s.
EVACUATING AND CHARGING
THE SYSTEM
G E N E R A L N O T E : In a ll evacuating
p ro c e d u re s shown follow ing, the s p e c i­
fic a tio n of 26-28 in c h e s of m e rc u ry
vacuum is u sed . T h ese fig u re s a r e only
a tta in a b le a t o r n e a r Sea L evel E le v a ­
tio n . F o r each 1,000 fe e t above Sea
L evel w h e re th is o p e ra tio n is being
p e rfo rm e d , th e sp e c ific a tio n s should be
lo w e re d by 1 in ch . E xam ple: At 5,000
fe e t elev atio n , only 21 to 23 in ch es of
vacuum can n o rm a lly be obtained.
W henever th e a ir conditioning s y s te m is open
fo r any re a s o n , it should not be put into o p eratio n
again u n til it h a s been ev acu ated to re m o v e a ir and
m o istu re w hich m ay have e n te re d the s y ste m .
Sec. IE-71
AIR CONDITIONING
The follow ing p ro c e d u re s a re b ase d on the use
of the J-8 3 9 3 C harging Station:
FILLING CHARGING CYLINDER
1. Open c o n tro l valve on r e f r ig e r a n t d ru m .
2. Open valve on bottom of ch arg in g c y lin d e r
allow ing r e f r ig e r a n t to e n te r c y lin d e r.
3. Bleed cy lin d e r valve on top (behind c o n tro l
panel) a s re q u ire d to allow re f r ig e r a n t to e n te r.
When re f r ig e r a n t re a c h e s d e s ire d lev el (se e "A ir
Conditioning S ystem C a p a c itie s"), c lo se valve at
bottom of cy lin d e r and be c e rta in bleed valve is
c lo se d se c u re ly .
NOTE: It w ill be n e c e s s a ry to c lo se bleed
valve p e rio d ic a lly to allow boiling to su b sid e to
check le v e l in sig h t g la s s .
INSTALLING CHARGING STATION TO SYSTEM
1. Be c e rta in a ll v alv es on ch arg in g sta tio n
a re c lo se d .
2. C onnect high p r e s s u r e gauge lin e to high
p r e s s u r e gauge fittin g . (See "In stallin g Gauge Set
to Check S ystem O p eratio n .")
3. See fig u re 12. T u rn high p r e s s u r e co n tro l
(2) one tu rn co u n terclo c k w ise (open). C ra c k open
low p r e s s u r e c o n tro l (1) and allow r e f r ig e r a n t g as
to h is s fro m low p r e s s u r e gauge lin e fo r th re e s e c ­
onds, then connect low p r e s s u r e gauge line to low
p r e s s u r e gauge fittin g .
4. S ystem is now re ad y fo r p e rfo rm a n c e testing.
EVACUATING AND CHARGING SYSTEM
1. In sta ll c h arg in g statio n as p re v io u sly d e s ­
c rib e d . R efer to fig u re s 12 and 13 w hile p e r f o r m ­
ing the follow ing o p era tio n .
2. R em ove low p r e s s u r e gauge lin e fro m
P.O .A . valve.
LOW PRESSURE HIGH PRESSURE
CONTROL CONTROL
4
3
VACUUM FREON
CONTROL CONTROL
K fN T - M O O B t O R G A N IZ A T IO N IN t
Figure 12—C harging Station Controls
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. IE-72

AIR CONDITIONING

HIGH PRESSURE,
GAUGE FITTING'

POA VALVE

MUFFLER

■COMPRESSOR

HIGH PRESSURE LOW PRESSURE

GAUGE VALVE GAUGE VALVE v
Vi

VALVE

VALVE

■
it —
REFRIGERANT
SUPPLY

TO VACUUM SUPPLY T-3883

Figure 13—C harging Schematic

3. C ra c k open high (2) and low (1) p r e s s u r e
co n tro l v alv es (fig. 12), and allow r e f r ig e r a n t gas
to p u rg e fro m s y s te m . P u rg e slow enough so th at
oil does not e sc a p e along w ith th e r e f r ig e r a n t.
4. When r e f r ig e r a n t flow sto p s, connect low
p r e s s u r e gauge lin e to P.O .A . valve.
5. T u rn on vacuum pum p and open vacuum
c o n tro l valve (3).
6. W ith s y s te m p u rg e d a s d ire c te d p re v io u sly ,
ru n pum p u n til 28-29 in ch es of vacuum is obtain ed.

CHEVROLET 40-60 TRUCK SERVICE MANUAL


C ontinue to ru n pum p fo r 15 m in u tes a fte r the s y s ­
te m re a c h e s 28-29 in ch es vacuum .
7. If 28-29 in ch es cannot be obtained, c lo se
vacuum c o n tro l valve (3) and sh u t off vacuum
pum p. Open r e f r ig e r a n t c o n tro l valve (4) allow 1 /2
pound of R -12 to e n te r s y s te m . L o cate and re p a ir
a ll le a k s .
8. A fter evacuating fo r 15 m in u tes, add 1 /2
pound of R -12 to s y ste m a s d e s c rib e d in Step 7
above. Purge th is 1 /2 pound and r e - e v a c u a te fo r
5 m in u te s. T h is second ev acu atio n is to be c e rta in
th a t a s m uch co n tam in atio n is rem o v ed fro m the
s y s te m a s p o s s ib le .
9. Only a fte r ev acu atin g a s above, sy ste m is
re a d y fo r c h a rg in g . Note re a d in g on sig h t g la s s of
c h a rg in g c y lin d e r. If it d o es not contain a su fficien t
am ount fo r a full c h a rg e , fill to the p ro p e r le v e l.
10. W ith high and low p r e s s u r e v a lv es (1 and
2) open, c lo se vacuum c o n tro l valve (3) and open
F re o n c o n tro l valve (4). O p eratin g the h e a te r and
a i r co n d itio n e r blo w er w ith the c o n tro ls s e t fo r
cooling w ill help co m p lete the ch arg in g o p era tio n .
NOTE: If the c h a rg e w ill not tr a n s f e r co m ­
p le te ly fro m the s ta tio n to th e sy ste m , c lo se the
high p r e s s u r e valve at th e gauge s e t, s e t the a ir
conditioning c o n tro ls fo r cooling, check th a t the
engine c o m p a rtm e n t is c le a r of o b stru c tio n s, and
s t a r t th e engine. C o m p re s s o r o p eratio n w ill d e ­
c r e a s e th e low sid e p r e s s u r e in th e sy ste m .
S ystem is now c h a rg e d and should be p e rf o rm ­
ance te s te d b e fo re rem o v in g g au g es.
CHECKING OIL
In th e c o m p re s s o r, it is not reco m m en d ed
th a t th e oil be check ed a s a m a tte r of c o u rs e . G en­
e ra lly , c o m p re s s o r oil le v e l should be checked
only w h ere th e re is evidence of a m a jo r lo s s of
s y s te m oil su ch a s m ight be c a u se d by:
1. A b ro k en r e f r ig e r a n t h o se.
2. A s e v e re hose fittin g le a k .
3. A v e ry badly leak in g c o m p re s s o r s e a l.
4. C o llisio n dam age to the sy ste m co m ponents.
A s a quick ch eck on c o m p re s s o r oil c h a rg e ,
w ith th e engine off, c a re fu lly c r a c k open the oil
d ra in plug on th e bottom of th e c o m p re s s o r. If oil
c o m e s out, the c o m p re s s o r h a s th e r e q u ire d am ount
of o il. To fu r th e r ch eck the c o m p re s s o r oil c h a rg e ,
should th e above te s t show in su ffic ie n t oil, it is
n e c e s s a ry to rem o v e the c o m p re s s o r fro m the
v eh icle, d ra in and m e a s u re the o il.
CHECKING COMPRESSOR OIL CHARGE
1. Run the sy s te m fo r 10 m in u tes at 500-600
engine rp m w ith c o n tro ls s e t fo r m axim um cooling
and high b lo w er sp eed .
2. T u rn off engine, d is c h a rg e the s y ste m , r e ­
m ove c o m p r e s s o r fro m v eh icle, p la c e it in a h o r ­
Sec. IE-73
AIR CONDITIONING
izo n tal p o sitio n w ith the d ra in plug dow nw ard. R e­
move the d ra in plug and, tipping the c o m p re s s o r
back and fo rth and ro ta tin g the c o m p re s s o r shaft,
d ra in the oil into a cle an c o n ta in e r, m e a su re and
d is c a rd the oil.
3. a. If the quantity d rain ed w as 4 fluid ounces
o r m o re , add the sam e am ount of new re f r ig e r a n t
oil to the re p la c e m e n t c o m p re s s o r.
b. If the quantity d ra in ed w as le s s than 4
fluid ounces, add 6 fluid ounces of new r e f r i g e r ­
ation oil to the re p la c e m e n t c o m p re s s o r.
c . If a new s e rv ic e c o m p re s s o r is being in ­
sta lle d , d ra in a ll oil fro m it and re p la c e only the
am ount sp ec ifie d in Steps 3a and 3b above.
d. If a fie ld r e p a ir e d c o m p re s s o r is being
in sta lle d , add an additional 1 fluid ounce to the
c o m p re s s o r.
4. In the event th a t it is not p o ssib le to idle
the c o m p re s s o r a s outlined in Step 1 to effect oil
re tu r n to it, p ro c e e d a s follow s:
a. Rem ove the c o m p re s s o r, d ra in , m e a su re
and d is c a rd the oil.
b. If the am ount d ra in e d is m o re than 1 -1 /2
fluid ounces and the sy ste m show s no sig n s of a
m a jo r leak , add the sam e am ount to the r e p la c e ­
m ent c o m p re s s o r.
c . If the am ount d ra in e d is le s s than 1 -1 /2
fluid ounces, and the sy ste m a p p e a rs to have lo s t
an e x c e ssiv e am ount of oil, add 6 fluid ounces of
clea n re frig e r a tio n oil to re p la c e m en t c o m p re s s o r,
7 fluid ounces to a re p a ire d c o m p re s s o r.
If the oil co n tain s chips o r o th e r fo reig n m a ­
te r ia l, re p la c e the re c e iv e r-d e h y d ra to r and flush
o r re p la c e a ll com ponent p a r ts as n e c e s s a ry . Add
the full 11 fluid ounces of new re frig e ra tio n oil to
the re p la c e m e n t c o m p re s s o r.
5. Add additional oil in the follow ing am ounts
fo r any sy ste m com ponents being re p la c e d :
E v a p o ra to r .......................... 3 fluid oz.
C o ndenser .......................... 1 fluid oz.
R e c e iv e r-D e h y d ra to r . . . 1 fluid oz.
NOTE: When adding oil to the c o m p re s s o r, it
w ill be n e c e s s a ry to tilt the r e a r end of the co m ­
p r e s s o r up so th at the oil w ill not ru n out of the
su ctio n and d isc h a rg e p o rts . Do not se t the co m ­
p r e s s o r on the sh aft end.
ADDING OIL TO THE SYSTEM
The sy ste m should be com pletely a sse m b le d
and d isc h a rg e d b efo re adding oil. U se only uncon­
ta m in ate d re f r ig e r a n t oil and add a s follow s:
1. C onnect the low p r e s s u r e gauge line to the
low p r e s s u r e gauge fittin g on the P.O.A. valve.
2. C onnect the high p r e s s u r e lin e fro m the
c h a rg in g sta tio n gauge s e t to c o m p re s s o r m u ffle r.
3. D isconnect the high p r e s s u r e lin e fro m the
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. IE-74

AIR CONDITIONING
gauge s e t, m ake c e r ta in th a t th e lin e is c le a n , and
p la c e the end in a g ra d u a te d o il c o n ta in e r.
4. Pour enough r e f r ig e r a n t oil in th e co n ta in e r
so th a t th e re q u ire d volum e m ay be draw n into the
s y s te m by th e high p r e s s u r e h o se.
5. C lo se the high p r e s s u r e valve a t th e gauge
s e t, and open th e low p r e s s u r e v alve.
6. O p erate th e vacuum pum p to drop th e p r e s ­
s u re w ithin th e s y s te m and c a u se a tm o sp h e ric
p r e s s u r e to fo rc e oil th ro u g h th e high p r e s s u r e line
into the sy ste m . When the oil le v e l h as dropped the
re q u ire d volum e, pull the line out of the oil co n ­
ta in e r and continue vacuum pum p o p e ratio n to
fo rc e the oil contained in the lin e into the sy ste m .
7. Shut off the vacuum pum p and connect the
high p r e s s u r e line to the gauge s e t. Open the high
p r e s s u r e valve and evacu ate the sy ste m throu gh
th e high and low p r e s s u r e side of the sy ste m . C om ­
p le te the ch arg in g o p e ra tio n a s outlined in Step 10
under "E vacuating and C harging S y ste m ."

COMPONENT REPLACEMENT AND MINOR REPAIRS

O-RINGS
REFRIGERANT LINE CONNECTIONS A lw ays re p la c e O -rin g (fig. 14) when a connec­
tion has been b roken. When re p la cin g O -rin g , f i r s t
dip it in re frig e ra tio n o il. A lw ays u se a backing
w ren ch on O -rin g fittin g s to p re v e n t the pipe fro m
tw istin g and dam aging O -rin g . Do not o v e rtig h te n .
C o rr e c t T o rq u e S p ecifications (ft.-lb s.) follow s:
M etal T h re a d S teel Tubing A lum . Tubing
Tube & F ittin g T orque T orque
O.D. Size (F t.-L b s.) (F t.-L b s .)
1/4 7/1 6 10 to 15 5 to 7
3 /8 5 /8 30 to 35 11 to 13
1/2 3/4 30 to 35 15 to 20
5/8 7 /8 30 to 35 21 to 27
3 /4 1 -1 /1 6 30 to 35 28 to 33

NOTE: W here s te e l to alum inum connections

a r e being m ade, u se to rq u e fo r alum inum tubing.

REPAIR OF REFRIGERANT LEAKS

Any r e f r ig e r a n t le a k s found in th e sy ste m
Figure 14—Line Connections (Late M odels) should be r e p a ire d in the follow ing m anner:

CHEVROLET 40-60 TRUCK SERVICE MANUAL


LEAKS AT O-RING CONNECTION
1. Check the to rq u e on the fittin g and, if too
lo o se , tig h ten to the p ro p e r to rq u e . A lw ays u se a
backing w ren ch to p re v e n t tw istin g and dam age to
th e O -rin g . Do not o v e rtig h te n . Again le a k te s t the
jo in t.
2. If th e le a k is s till p re s e n t, d is c h a rg e the
r e f r ig e r a n t fro m th e s y s te m a s d e s c rib e d u nder
’’E vacuating and C harging P ro c e d u re s .”
3. In sp e c t th e O -rin g and the fittin g and r e ­
p la c e if dam aged in any w ay. C oat th e O -rin g b e ­
fo re re in s ta lle d w ith r e f r ig e r a tio n o il and in s ta ll
c a re fu lly .
4. R eto rq u e the fittin g , using a backing w ren ch ,
and then add 1 /2 to 1 lb . of R -12 to the s y ste m and
re c h e c k fo r le a k s .
CAUTION: Do not o p e ra te the s y ste m
w ith th is sm a ll r e f r ig e r a n t c h a rg e .
5. Purge th e sy ste m , th u s rem o v in g the 1 /2 to
1 lb . of R -12 in sta lle d in Step 4 above.
6. E v acu ate and c h a rg e the s y ste m .
LEAKS AT HOSE CLAMP CONNECTION
1. C heck th e tig h tn e s s of th e clam p its e lf and
tig h te n , if n e c e s s a ry . R echeck fo r leak .
2. If le a k h a s not been c o rre c te d , d isc h a rg e
th e s y s te m and lo o sen clam p and rem o v e hose
fro m co n n ectio n . In sp e c t condition of hose and co n ­
n e c to r. R ep lace s c o re d o r dam aged p a r ts .
3. Dip end of new hose in r e f r ig e r a n t oil and
c a re fu lly r e in s ta ll o v e r c o n n e c to r. N ev er pu sh end
of hose beyond the lo catin g bead . P ro p e rly to rq u e
th e c la m p .
4. R echeck the s y s te m fo r le a k s by in sta llin g
1 /2 to 1 lb . of R -12 into the s y ste m . Do not run
co m p re sso r.
5. Purge th e sy ste m , th u s rem o v in g the 1 /2 to
1 lb . of R -12 in s ta lle d in Step 4 above.
6. E vacuate and c h a rg e th e s y ste m .
COMPRESSOR LEAKS
If le a k s a r e lo c a te d aro u n d the c o m p re s s o r
sh a ft s e a l o r sh e ll, re p la c e m e n t of n e c e s s a ry s e a ls
should be m ade.
Sec. IE-75
AIR CONDITIONING
NOTE: A slig h t am ount of oil leakage p a s t the
c o m p re s s o r fro n t se a l is c o n sid ered n o rm a l.
REFRIGERANT HOSE FAILURE
A fter a le a k o r ru p tu re h as o c c u rre d in a r e ­
f rig e ra n t ho se, o r if a fittin g has lo o sen ed and
c au se d a c o n sid e ra b le lo s s of r e f r ig e ra n t and oil,
the e n tire sy ste m should be flushed and re c h a rg e d
a fte r r e p a ir s have been m ade. If the s y ste m has
been open to a tm o sp h e re fo r any prolonged p e rio d
of tim e the re c e iv e r- d e h y d r a to r should be re p la c e d .
NOTE: T he in le t and ou tlet h o ses a r e sw aged
to the c o m p re s s o r con n ecto r block in le t and ou tlet
lin e s . If e ith e r hose h as failed , the e n tire assem b ly
(in let h o se, c o n n e cto r block and m u ffler a sse m b ly
and o u tlet hose) m u st be re p la c e d a s a u n it. It is
not reco m m en d ed th at any hose be r e p a ire d by
cutting and sp lic in g .
PREPARING SYSTEM FOR
REPLACEMENT OF COMPONENT PARTS
A ir conditioning, lik e m any o th e r th in g s, is
fa irly sim p le to s e rv ic e once it is u n d ersto o d . How­
e v e r, th e re a re c e r ta in p ro c e d u re s , p ra c tic e s and
p re c a u tio n s th a t should be follow ed to p re v e n t
co stly r e p a ir s , p e rs o n a l in ju ry o r dam age to equip­
m ent. F o r th is re a s o n it is stro n g ly reco m m en d ed
th a t the p re c e d in g in fo rm a tio n in th is se c tio n be
stu d ied thoroughly b e fo re attem pting to s e rv ic e
the sy ste m .
G re a t e m p h a sis m u st be placed upon keeping
the s y s te m c le a n . U se plugs o r cap s to c lo se s y s ­
tem com ponents and h o se s when they a r e opened to
the a tm o sp h e re . Keep y o u r w ork a r e a c lea n .
In rem o v in g and rep la c in g any p a r t w hich r e ­
q u ire s unsealin g the re f r ig e r a n t c ir c u it the follow ­
ing o p e ra tio n s, w hich a r e d e sc rib e d in th is se ctio n ,
m ust be p e rfo rm e d in the sequence shown:
1. Purge the sy ste m by re le a s in g the r e f r i g e r ­
ant to the a tm o sp h e re .
2. Rem ove and re p la c e the defectiv e p a r t.
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. IE-76
AIR CONDITIONING
Figure 15 —Sight G lass Replacem ent
3. E vacu ate and c h a rg e th e s y s te m w ith R -12
r e f r ig e r a n t.
CAUTION: Always wear protective
goggles when working on refrigeration
systems. Goggles (J-5453) are Included
in the set of air conditioning special tools.
Also, beware of the danger of carbon
monoxide fumes by avoiding running the
engine in closed or improperly ventilated
garages.____________________________
FOREIGN MATERIAL IN THE SYSTEM
W henever fo re ig n m a te ria l is found in th e s y s ­
te m , it m u st be rem o v ed b e fo re r e s to rin g th e s y s ­
te m to o p eratio n .
In th e c a se of c o m p re s s o r m ech an ical fa ilu re ,
p e rfo r m th e follow ing o p e ra tio n s:
1. Rem ove the c o m p re s s o r.
2. R em ove th e re c e iv e r- d e h y d r a to r and d is ­
c a rd the u nit.
3. F lu sh the c o n d e n se r to rem o v e fo reig n
m a te ria l w hich has been pum ped into it.
4. D isconnect th e lin e fro m the r e c e iv e r d e-
h y d ra to r a t the in let co n nection of th e expansion
valv e. In sp ect th e in le t s c r e e n fo r th e p r e s e n c e of
m etal chips o r o th e r fo re ig n m a te ria l. If the s c re e n
is plugged, re p la c e it. R econnect the lin e to the
expansion valve.
5. In s ta ll a new r e c e iv e r-d e h y d ra to r.
6. In sta ll the re p la c e m e n t c o m p re s s o r.
7. Add th e n e c e s s a ry quantity of oil to the s y s ­
te m (one fluid ounce b ecau se of r e c e iv e r-d e h y d ra to r
re p la c e m e n t plu s the quantity needed fo r th e r e ­
p la cem en t c o m p re s s o r (re fe r to "C hecking C om ­
p r e s s o r O il C h arg e" u n d e r "C hecking O il."
8. E v acu ate and c h arg e the sy ste m .
9. C heck sy ste m p e rfo rm a n c e .
SIGHT GLASS REPLACEMENT
If dam age to the sig h t g la s s should o c c u r, a
new sig h t g la ss k it (fig. 15) should be in s ta lle d
im m ed iately . E n tire d eh y d ra to r m u st be re p la c e d
if g la ss is b ro k en fo r any length of tim e .
1. Purge sy ste m .
2. R em ove the sight g la s s r e ta in e r nut using
a s c re w d riv e r, and rem o v e old g la s s and s e a l.
3. In sta ll the new g la s s and se a l and r e ta in e r
nut, being c a re fu l not to tu rn the nut p a s t the face
of the housing. To do so may dam age O -rin g s e a l.
4. E vacuate and re c h a rg e the sy ste m .
CONTROL ASSEMBLY
(R efer to F ig u re 16)
REMOVAL
1. D isconnect b a tte ry ground c ab le.
2. Rem ove sc re w s in low er lip of d ash w hich
atta ch the c o n tro l assem b ly b ra c k e t to the d ash .
3. Move the unit to w ard the fro n t of the v e ­
h ic le and low er it.
4. D isconnect the b low er h a rn e s s co n n ecto r
and illu m in atin g lam p so c k e ts. Rem ove the blow er
sw itch and m ounting b ra c k e t.
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. IE -7?

AIR CONDITIONING

5. Rem ove the c o n tro l c a b le s and tr a n s f e r

th em to the re p la c e m e n t c o n tro l unit. Check them
fo r a d ju stm e n t.

INSTALLATION
1. A ttach th e b low er sw itch to the unit. Con­
n e c t th e h a rn e s s co n n ecto r and illu m in atin g la m p s.
A ttach th e m ounting b ra c k e t.
2. L ift th e unit into p o sitio n and a tta ch it to
th e d ash .
3. C onnect the b a tte ry ground cab le .

CONDENSER

REMOVAL
1. P u rg e th e r e f r ig e r a n t fro m the sy ste m .
2. D ra in th e ra d ia to r .
3. L oosen th e ra d ia to r h o se clam p s a t the
r a d ia to r in le t and o u tle t and d isco n n ect the h o ses
a t th e ra d ia to r .
4. R em ove the two u p p e r ra d ia to r m ounts.
5. P u sh the top of th e fan sh ro u d r e a r w a rd
and lift th e ra d ia to r out of the tru c k . OUTLET SELECTOR
6. D isco n n ect th e co n d e n se r in le t and ou tlet
fittin g s and cap th e open p ip e s . If the co n d e n se r is
to be re u s e d , cap th e in le t and o u tlet p ip e s.
7. R em ove th e s c re w s w hich a tta c h the low er
f r a m e of the c o n d e n se r to lo w er m ounting b ra c k e ts .
8. R em ove th e s c re w s w hich a tta c h the up p er
c o n d e n se r m ounting b ra c k e ts to th e g r ille h e a d e r
b a r and lift th e co n d e n se r out of the tru c k .
9. R em ove th e u p p e r b ra c k e ts fro m the con­
d e n s e r fra m e if a new co n d e n se r w ill be in sta lle d .

INSTALLATION
1. M ount the u p p e r c o n d e n se r m ounting b r a c ­
k e ts (loosely) to the c o n d e n se r fra m e .
2. L ow er th e c o n d e n se r into p o sitio n behind
th e g r ille .
3. Mount th e u p p e r c o n d e n se r m ounting b r a c ­
k e ts (loosely) to the g r ille h e a d e r b a r .
4. M ount th e c o n d e n se r fra m e (firm ly) to the
lo w e r c o n d e n se r m ounting b ra c k e ts .
5. T ighten th e u p p e r c o n d e n se r b ra c k e ts to the
c o n d e n se r fra m e and g r ille h e a d e r b a r .
6. Uncap th e r e f r ig e r a n t lin e s and c o n d en ser
p ip e s and connect the lin e s to th e c o n d e n se r using CABLE
new O -rin g s w etted w ith clean re frig e ra tio n o il.
7. Hold th e top of th e fan sh ro u d r e a r w a rd and
lo w e r the ra d ia to r into p la c e . B e c e rta in th at the DEFROSTER
r u b b e r p ad s a r e in p la c e in the lo w e r r a d ia to r CABLE
m ounts and th a t th e h e a d e r tan k flange s e a ts s q u a r e ­
ly in th e p a d s.
8. Mount th e two u p p e r ra d ia to r m ounts ob­ T-3886
s e rv in g th e ru b b e r p ad lo catio n a s in th e p re v io u s
ste p . A ttach th e fan sh ro u d to th e r e a r of the m ounts.
9. C onnect th e coolant h o se s fro m the engine
to the ra d ia to r in le t and o u tlet. C lam p se c u re ly . Figure 16 —A ir Conditioning Controls

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. IE-78
AIR CONDITIONING
Figure 17—Condenser and Receiver-Dehydrator
10. Check th at th e r a d ia to r d ra in plug (or valve)
is in s ta lle d (o r shut off).
11. R efill the cooling s y s te m .
12. E v acu ate and re c h a rg e the re frig e ra tio n
s y s te m . If a new c o n d e n se r w as in sta lle d , add one
fluid ounce of re f r ig e r a tio n oil to the s y s te m b e ­
fo re re c h a rg in g . C heck s y ste m p e rfo rm a n c e and
le ak te s t.
RECEIVER-DEHYDRATOR
The r e c e iv e r-d e h y d ra to r should be re p la c e d
if it h as been dam aged th ro u g h an accid en t, o r if it
le a k s o r b eco m es r e s t r i c t e d o r clogged. Do not
a ttem p t to r e p a ir the r e c e iv e r- d e h y d r a to r .
The re c e iv e r- d e h y d r a to r is m e re ly a m o istu re
co llectin g d evice and a r e f r ig e r a n t s to ra g e a re a
and is the le a s t lik e ly com ponent of the sy ste m to
c a u se a m alfunction.
If a t any tim e when exam ining the c o m p re s s o r
o il, m o istu re is found o r th e re is an in d icatio n of
m o istu re at the expansion valve need le, th e r e ­
c e iv e r should be re p la c e d a s follow s (fig. 17):
NOTE: If th e r e c e iv e r-d e h y d ra to r is to be r e ­
used , cap th e in le t and o u tlet co nnections im m e d ­
ia te ly . When in sta llin g a r e c e iv e r-d e h y d ra to r, do
not uncap th e conn ectio n s u ntil the la s t p o ssib le
m om ent.
REMOVAL
1. Purge the s y ste m .
2. R em ove the in le t and o u tlet conn ections
fro m th e r e c e iv e r- d e h y d r a to r .
3. Rem ove the re c e iv e r- d e h y d r a to r m ounting
b o lts and c a re fu lly re m o v e it.
4. Cap the sy ste m if th e re c e iv e r-d e h y d ra to r
w ill not be re p la c e d im m ed ia te ly . Cap the re c e iv e r
if it w ill be re u se d .
INSTALLATION
1. Place the r e c e iv e r-d e h y d ra to r in positio n
and re p la c e attaching b o lts. Do not uncap the unit
until im m ed iately b efo re connecting lin e s .
2. Uncap any p re v io u sly capped connections
and connect the fittin g s using new O -rin g s e a ls .
3. E vacuate and re c h a rg e the sy ste m . If anew
re c e iv e r-d e h y d ra to r w as in sta lle d , add one fluid
ounce r e f rig e ra n t oil to the sy ste m .
EXPANSION VALVE
REMOVAL
1. Purge the sy ste m .
2. L oosen the clam p re ta in in g the high p r e s ­
s u re lin e to the b ra c k e t next to the expansion valve.
3. D isconnect the c a p illa ry bulb fro m the
e v a p o ra to r ou tlet p ip e. D isconnect the e q u a liz e r
lin e fro m the P.O.A. Cap the P.O.A. co n n e cto r.
4. D isconnect the expansion valve in le t and
o u tle t co nnections and cap the lin e s .
5. Rem ove expansion valve to b ra c k e t m ount­
ing sc re w and rem o v e expansion v alv e.
INSTALLATION
1. Mount the expansion valve to the b ra c k e t.
2. C onnect the in le t and ou tlet co n n ectio n s.
T ighten the in le t pipe clam p .
3. Connect the e q u a liz e r lin e to the P.O.A.
and m ount the c a p illa ry bulb to the e v a p o ra to r
ou tlet pipe.
4. E vacuate and c h a rg e the sy ste m . Check p e r ­
fo rm a n c e .
P.O.A. VALVE
REMOVAL
1. Purge the sy ste m .
2. R em ove e v a p o ra to r oil bleed lin e and ex­
pan sio n valve e q u a liz e r lin e . Cap the co n n ections.
3. R em ove re ta in in g clam p sc re w and loosen
P.O.A. valve o u tlet pipe clam p m ounting s c re w .
4. R em ove P.O.A. valve in let and ou tlet co n ­
n ectio n s and rem o v e P.O.A. valv e. Cap the open
tu b e s.
5. Rem ove clam p fro m P.O.A. valve.
INSTALLATION
1. A ssem b le clam p on P.O.A. valve and co n ­
n ect in le t and o utlet co n n ections.
2. S ecure P.O.A. valve clam p and o u tlet line
clam p .
3. C onnect the e v a p o ra to r oil bleed lin e and
the expansion valve equalizing lin e to the P.O.A.
valve.
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. IE-79

AIR CONDITIONING

BLOWER ASSEMBLY
(R efer to F ig u re 18)

REMOVAL
1. D isco n n ect b a tte ry ground cab le.
2. Support the rig h t fro n t of th e hood in the
fully r a is e d p o sitio n .
3. C a re fu lly s c rib e the hood and fe n d e r lo c a ­
tio n s of th e rig h t hood hinge and re m o v e the hinge.
4. U nclip the blo w er w ire at th e blow er flange
te rm in a l and note o r m a rk the m o to r flange p o s i­
tio n in re la tio n to the blo w er c a s e . D isconnect the
r u b b e r cooling tube to th e m o to r.
5. R em ove th e b lo w er a sse m b ly m ounting T-3888
s c re w s .
6. R em ove th e b lo w er a sse m b ly (pry the flange
away fro m the c a s e c a re fu lly if the s e a le r a c ts as Figure 18—Evaporator and Blow er A ssem bly
an ad h esiv e).
7. R em ove th e nut attach in g th e b low er w heel 2. A ttach vacuum lin e s to vacuum r e s e r v o ir .
to the m o to r sh a ft and s e p a ra te th e a sse m b ly . 3. Mount the expansion valve c a p illa ry bulb to
the e v a p o ra to r c o re o u tlet pipe.
INSTALLATION 4. C onnect the e v a p o ra to r o u tle t pipe to the
1. A sse m b le th e b lo w er w heel to the m o to r P.O.A. valve using a new O -rin g . In sta ll the pipe
w ith th e open end of the b lo w er away fro m the clam p .
m o to r. 5. C onnect the e v a p o ra to r oil bleed line to th e
2. In sta ll th e a sse m b ly to th e b lo w er c a se , P.O.A. valve.
con n ect ground s tr a p , and conn ect th e m o to r w ire . 6. C onnect the lin e fro m the e v a p o ra to r to the
C onnect cooling tube to m o to r. expansion v alv e.
3. R em ount th e hood hinge aligning it c a r e ­ 7. If a new e v a p o ra to r w as in sta lle d , add th re e
fully w ith th e s c r ib e d lin e s . C heck hood alig n m en t. fluid ounces of r e f r ig e r a n t oil to the sy ste m . E v ac­
4. C onnect b a tte ry ground cab le. uate and c h a rg e the sy ste m . C heck p e rfo rm a n c e .

EVAPORATOR
(R efer to F ig u re 18) BLOWER AND EVAPORATOR CASE
(R efer to F ig u re 18)
REMOVAL
1. Purge the s y s te m .
REMOVAL
2. D isco n n ect the lin e (betw een the e v a p o ra to r
1. Purge the r e fr ig e r a tio n sy ste m and d ra in
and th e th e rm o s ta tic expansion valve) at the ex ­
the ra d ia to r .
p an sio n v alv e. Cap th e open co n n ectio n s.
2. D isconnect b a tte ry ground c a b le .
3. D isco n n ect th e e v a p o ra to r oil b leed line at
3. U nclip the b low er m otor w ire at the blow er
th e P.O.A. v alv e. Cap th e open co n n ectio ns.
flange te rm in a l.
4. D isco n n ect th e e v a p o ra to r o u tlet pipe at the
4. D isconnect h e a te r h o ses at the c o re tu b es
P.O.A. v alv e. Cap th e open co n n ectio n s. Rem ove
th e e v a p o ra to r o u tle t pipe c la m p . (fig. 19).
5. D isconnect the r e f rig e r a n t lin e s at the
5. D etach th e expansion v alve c a p illa ry bulb
P.O.A. valve ou tlet and the expansion valve in le t.
fro m th e e v a p o ra to r o u tle t p ip e.
Cap a ll open co n n ectio n s (fig. 19).
6. D isco n n ect th e vacuum lin e s at the vacuum
6. R em ove vacuum h o se s to vacuum r e s e r v o ir
re s e rv o ir.
and plenum a ir valve a c tu a to r.
7. R em ove the s c re w s attach in g th e in b o ard
7. D isconnect te m p e ra tu re door c a b le .
c a s e half to th e o u tb o ard c a s e half, back up p la te ,
8. It m ay be n e c e s s a ry in o rd e r to gain a c c e s s
and fire w a ll.
to the lo w er o u tb o ard c a s e a tta c h m e n ts, th e rig h t
8. Rem ove in b o ard c a s e half and e v a p o ra to r
fro n t fe n d e r s k ir t should be loosened and m oved.
c o re .
R em ove enough s k ir t m ounting s c re w s and b o lts
INSTALLATION (from th e r e a r forw ard) to move th e s k ir t a su f­
1. A sse m b le e v a p o ra to r c o re and in b o ard c a s e fic ie n t am ount.
half to th e o u tb o ard c a s e h alf. R ep lace c a s e to c a s e , 9. R em ove the c a se re ta in in g s c re w s and sh e et
c a s e to backup p la te , and c a s e to fire w a ll m ounting m e ta l n u ts. P u ll the c a se away fro m the mounting
s c re w s . stu d s and in b o ard to rem o v e it.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. IE-80
AIR CONDITIONING
HOT W A T E R V A L V E
T-6 5 5 0
Figure 19—A ir Conditioning and Heater Hose Routing
INSTALLATION
1. C heck th e p o sitio n of the blo w er and evap­
o r a to r c a se to f ir e w all s e a ls , then p o sitio n the
c a s e o v e r the stu d s p ro je c tin g thro u g h th e f ir e
w all and a tta c h the s c re w s and nuts to re ta in the
c a s e . C onnect the blo w er m o to r ground s tr a p . R e­
p la c e s p a c e r betw een c a s e and f ir e w all a t the
sc re w next to the te m p e ra tu re door le v e r.
2. If rem oved, re m o u n t th e rig h t fro n t fen d er
s k ir t.
3. C onnect te m p e ra tu re door cable and v a c­
uum h o se s (hose to engine vacuum s o u rc e a tta c h e s
to vacuum tank connection n e a r e s t th e engine).
4. C onnect the r e f r ig e r a n t h o ses to the expan­
sio n valve in le t and th e P .O .A . o u tlet u sin g new
O -rin g s e a ls , co ated w ith clean r e f r ig e r a tio n o il.
5. C onnect the h e a te r h o se s to the c o re tu b e s.
6. C onnect the b lo w er m o to r w ire to th e m o tor
flan g e te rm in a l, and connect the b a tte ry ground
ca b le.
7. R efill the cooling s y ste m , and ev acu ate and
c h a rg e the r e f r ig e r a tio n s y ste m .
HEATER CASE
(R efer to F ig u re 20)
REMOVAL
1. D rain the ra d ia to r.
2. R em ove the h e a te r h o se s fro m th e c o re
tu b es (fig. 19).
3. R em ove the sh e e t m etal nuts fro m the h e a t­
e r c a se stu d s which p ro je c t through th e f ir e w all
to the engine sid e .
4. R em ove the glove box.
5. Unplug the re la y co n n ecto r.
6. R em ove the rig h t b a ll o u tle t hose.
7. R em ove the sc re w attach in g the dash o ut­
le ts a ir d is trib u to r to the h e a te r c a se and move
d is trib u to r away fro m c a se .
80 R em ove the h e a te r c a s e to f ir e w all r e ­
tain in g s c re w s .
9. P u ll h e a te r c a se away fro m the f ir e w all
and re a c h in and d isconnect the r e s is to r co n n ecto r.
10. R em ove the r e s i s t o r h a rn e s s g ro m m e t and
re m o v e the h a rn e ss fro m the c a se . W ithdraw the
h e a te r c a s e .
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. IE-81

AIR CONDITIONING
INSTALLATION
1. Place th e h e a te r c a s e u n d er the d ash and
in s e r t the r e s i s t o r h a rn e s s and in s ta ll the g ro m m et
and con n ect th e r e s i s t o r c o n n e c to r.
2. Positio n the h e a te r c a s e a g a in st the fire w a ll
and p u sh it into p la c e . C heck th a t nothing is pinched
betw een the c a s e and fire w a ll. In sta ll the h e a te r
c a s e to fire w a ll re ta in in g s c re w s .
3. P o sition the d a sh o u tle ts d is tr ib u to r a g ain st
th e h e a te r c a s e , in s e r t th e fo rw a rd lip into the r e ­
tain in g c lip , and in s ta ll the re ta in in g s c re w .
4. In s ta ll the rig h t d ash o u tle t h o se.
5. C onnect the re la y c o n n e c to r.
6. In sta ll th e glove box.
7. In sta ll sh e e t m etal n u ts to th e h e a te r c a se
s tu d s w hich p ro je c t fo rw a rd th ro u g h the fire w a ll.
8. A ttach the h e a te r h o se s to th e c o re tu b e s.
9. R efill th e engine cooling sy s te m and te s t
s y s te m o p e ra tio n .

HEATER CORE
REMOVAL
1. R em ove th e h e a te r c a s e a s outlined under
"H e a te r C a s e ."
Figure 2 0 —Heater and Ducts
2. R em ove th e s c re w s re ta in in g c o re m ount­
ing s tr a p s . R em ove c o re .
2. Mount the c o re w ith the c o re s tr a p s and
INSTALLATION re ta in in g s c re w s .
1. In sta ll th e c o re into the c a s e and se a l it 3. R eplace the h e a te r c a s e in the v eh icle as
w ith n o n -h a rd e n in g s e a le r . outlined un d er "H e a te r C a se ."

Figure 21 —W irin g Harness

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. IE-82

AIR CONDITIONING
REMOVAL
1. D isconnect b a tte ry ground cable.
2. D isconnect w irin g h a rn e s s co n n ecto r at
blo w er sw itch.
3. R em ove blow er sw itch m ounting s c re w s
and rem o v e sw itch.
INSTALLATION
1. P la c e blow er sw itch in p o sitio n and in sta ll
m ounting s c re w s .
2. C onnect w irin g h a rn e s s to sw itch.
3. C onnect b a tte ry ground cable.

BLOWER M OTOR RELAY

REMOVAL (Fig. 21)
1. D isconnect w irin g h a rn e s s at re la y con­
n e c to r.
2. R em ove two re la y m ounting s c re w s and
rem o v e re la y .
INSTALLATION
1. P la c e re la y in p o sitio n and d riv e m ounting
s c re w s . Connect w irin g h a rn e s s to re la y .

BLOWER M OTOR SWITCH

COMPRESSOR CLUTCH SWITCH
(R efer to F ig u re 21)
REMOVAL (Fig. 21)
NOTE: R e fe r to fig u re 28 fo r A ir C ondition­ 1. D isconnect w irin g h a rn e s s a t c o m p re s s o r
ing W iring D iag ram .

CEN TER OUTLET

T -7068

Figure 23 —A ir Outlets and Hoses

CHEVROLET 40-60 TRUCK SERVICE MANUAL


clu tch sw itch.
2. R em ove two m ounting s c re w s and rem ove
sw itch .
INSTALLATION
1. P la c e sw itch in p o sitio n and d riv e the two
m ounting s c re w s .
2. C onnect w irin g h a rn e s s to sw itch.
BLOWER RESISTOR UNIT
(R efer to F ig u re 22)
REMOVAL
1. R em ove the sc re w attach in g the flo o r o u tlet
duct (above th e h e a te r outlet) to th e fir e w all.
2. D isco n n ect the d ash o u tlet a i r h o se s fro m
th e d is tr ib u to r (fig. 23).
3. R em ove th e s c re w s (top, bottom , and se a t
side) attach in g the d ash o u tlet d is trib u to r to the
flo o r o u tlet a d a p te r.
4. R em ove the s c re w attach in g the d is trib u to r
to th e h e a te r c a s e , slid e the d is trib u to r to the
h e a te r c a s e , slid e th e d is trib u to r re a rw a rd and
re m o v e it.
5. Unplug th e r e s i s t o r un it co n n ecto r.
6. R em ove th e r e s i s to r un it re ta in in g s c re w s .
R em ove the unit.
INSTALLATION
1. P la c e the re p la c e m e n t un it in p o sitio n and
in s ta ll m ounting s c re w s .
2. C onnect the r e s i s t o r co n n ecto r.
3. P o sitio n th e d ash o u tlet a ir d is trib u to r
a g a in s t the h e a te r c a s e , in s e r t the fo rw a rd lip into
th e re ta in in g c lip , and in s ta ll th e re ta in in g s c re w .
4. In s ta ll the s c re w s w hich a tta c h the dash a ir
d is tr ib u to r to the flo o r o u tlet a d a p te r.
5. A ttach the d ash o u tlet a ir h o se s to the d is ­
tr ib u to r .
6. Mount the flo o r o u tle t duct to th e f ir e w all
w ith the a tta c h in g s c re w .
HOT WATER SHUT-OFF VA LV E
(R efer to F ig u re 19)
REMOVAL
1. P la c e a c o n ta in e r u n d e r th e v eh icle and
then d isco n n ect the sh u t-o ff valve in let and o u tlet
lin e s . D ra in coolant into c o n ta in e r.
2. D isco n n ect th e v alv e vacuum lin e and r e ­
m ove th e valve.
INSTALLATION
1. In s ta ll the coolant lin e s onto the new valve,
m aking s u r e th a t coo lan t flow s through the valve
in th e rig h t d ire c tio n .
2. In s ta ll th e vacuum lin e onto the valve.
3. R e fill th e ra d ia to r .
Sec. IE-83
AIR CONDITIONING
MUFFLER AND CONNECTOR BLOCK
REMOVAL (Fig. 24)
1. P u rg e the s y ste m .
2. R em ove h o ses a t the c o m p re s s o r in let and
m u ffle r ou tlet p ip e s. Cap the connections.
3. R em ove m u ffler o u tle t pipe clam p.
4. R em ove bolt re ta in in g co n n ecto r block to
c o m p re s s o r and rem o v e the con n ecto r and m uffler
a sse m b ly . Cap the c o m p re s s o r p o rts if not im m e d ­
ia te ly rem o u n tin g m u ffler asse m b ly .
INSTALLATION (Fig. 24)
1. A ssem b le th e con n ecto r block to the co m ­
p r e s s o r usin g new O -rin g s e a ls w etted w ith clean
r e f rig e ra tio n oil.
2. S e cu re the m u ffle r o utlet pipe in the pipe
clam p.
3. C onnect the re f r ig e r a n t h o ses to the co m ­
p r e s s o r in le t and m u ffler o utlet p ip e s.
4. E vacuate and re c h a rg e the sy ste m .
KICK PANEL AIR VALVE ACTUATOR
(R efer to F ig u re 27)
REMOVAL (Fig. 25)
1. D isconnect vacuum hose fro m a c tu a to r.
2. D isconnect valve re tu rn sp rin g .
3. R em ove a c tu a to r b ra c k e t m ounting s c re w s .
4. D isconnect one link pin and rem o v e a c tu a to r
a sse m b ly . R em ove a c tu a to r fro m b ra c k e t.
INSTALLATION
1. A ttach a c tu a to r to b ra c k e t.
2. Connect a c tu a to r ro d to link and in s ta ll pin.
3. Mount the b ra c k e t to the kick p an el.
4. C onnect the valve re tu rn sp rin g . Connect
the vacuum hose to the actuator^
KICK PANEL AIR VALVE
(R efer to F ig u re 26)
REMOVAL
1. Rem ove a c tu a to r m ounting b ra c k e t fro m
kick p an el.
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. IE-84
AIR CONDITIONING
2. Rem ove valve r e tu r n sp rin g .
3. Pull the top p iv o t pin dow nw ard a g a in st
sp rin g ten sio n u n til it c le a r s the u p p er pivot hole.
Pull v alve inw ard and w ithdraw lo w er pivot fro m
pivot h ole.
4. R em ove the v alv e fro m th e a c tu a to r link.
OUTSIDE AIR
DOOR DIAPHRAGM RECIRCULATED AIR
(DOOR CLOSED WITH DoO R DIAPHRAGM
VACUUM APPLIED) (DOOR OPEN WITH
Figure 2 7 —Vacuum D iagram
INSTALLATION
1. A ttach the valve to th e a c tu a to r link.
2. In s e rt the lo w er pivot pin into the low er
hole, r e tr a c t the upper pivot pin and in s e r t into the
u pper pivot hole.
3. In sta ll the valve re tu r n sp rin g and m ount
the a c tu a to r b ra c k e t to the kick p an el.
PLENUM AIR VALVE
(R efer to F ig u re 26)
REMOVAL
1. Rem ove cowl g rille p an el. R efer to SHEET
METAL (SEC. 11) of th is m anual.
2. D isconnect the diap h rag m lin k fro m the
connecting sh aft a rm .
3. R em ove the sc re w attach in g the connecting
sh a ft to the tube extending fo rw a rd fro m the valv e.
4. Rem ove the s c re w s attach in g the nylon
b e a rin g p la te to the fire w a ll and slid e it fo rw a rd .
R em ove valve re tu rn sp rin g .
5. Pull the r e a r valve pivot pin fo rw a rd a g a in st
sp rin g ten sio n until it c le a r s the r e a r b e a rin g . L ift
the valve at the r e a r and w ithdraw the valve shaft
fro m the fire w a ll.
INSTALLATION
1. In s e rt the tube sh aft on the valve into the
fire w a ll hole and lo w er the valve into p o sitio n w ith
th e r e a r pivot pin r e tr a c te d . When the r e a r pin is
aligned w ith its b e a rin g , allow it to extend into
p o sitio n .
2. A ttach the valve r e tu r n sp rin g and nylon
bushing.
3. A ssem b le the connecting sh aft to th e valve
and actu atin g d iap h rag m .
4. R eplace the cowl g r ille pan el.
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. IE-85

AIR CONDITIONING

RELAY
/•20B " “V

BLOWER MOTOR
WIRE (Part of
SO
Evaporator A s m .)

14Y
14DBL
EVAPORATOR ASM.
16LBL
* Pi ffl
B MO PM, Vfl
O
RESISTOR n n n CM

3^ :
J
— 14DG —v DIVERTER

r~ "14Y x \ ca ble
COMPRESSOR
SWITCH (N orraalljr *
open contacts)

CONTROL SWITCH ’ 180R

SET AT: CONNECTS: -16LBL w
OFF B TO NONE
LOW B TO L I r 14BRNT ^ v Z rCONTROL
r
MED B TO L & M ^ •-* -2 0 G Y ~ C Q
SWITCH
HIGH B TO L & H

S
CONNECTOR RECEPTACLE
"PANEL LIGHTS”
LEGEND
r 20GYJ ^ -F U S E PANEL ASM.
EXISTING WIRING
□ o d rS u b O REPLACE EXISTING FUSE
WIRING PART OF EQUIPMENT
. a a a u WITH PROVIDED 25 AMP
AIR CONDITIONING WIRING FUSE
VIEWS INDICATE WIRE °1 c n a c r r
ENTRY SIDE OF CONNECTOR / 0 —12OR

^ CONNECTOR RECEPTACLE
"CIG” T-6426

Figure 2 8 —A ir Conditioning W iring D iagram

D isco n n ect B a tte ry B efo re W orking on E le c tric a l Equipm ent.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. IE-86

AIR CONDITIONING

INSUFFICIENT COOLING DIAGNOSIS CHART

I
CHECK AIR FLOW
.1 .......... r
NORMAL AIR FLOW NO OR LOW AIR FLOW
Inspect system for visual de- Check blower operation.
fects. Check alrt temperature.
---------- i .......—
*-------------
HIGH AIR NORMAL AIR AIR TEMPERATURE
TEMPERATURE TEMPERATURE VARIES
Check sight gla ss. Check for air leaks at cab doors, If 7° F. variation at nozzle exist
windows, cowl, or unit drain hose. replace suction throttling valve.
See Note "A."
JJL
BLOWER NOT
OPERATING
Check for blown fuse, defective blower
switch, broken wire, loose ground
------- i wire, defective blower motor. -------------1-----------
NORMAL BLOWER BLOCKED
OPERATION EVAPORATOR
Check for loose hoses, restriction or If iced, check for low evaporator p res­
leakage in air ducts, partially closed air sure. Check P.O.A. function. If dirty,
outlet valve or clogged evaporator core. remove using vacuum cleaner hose.

1
NO FOAMING FOAMING
Check evaporator pressure. System is probably low on refrigerant. Check for
leaks, repair and add refrigerant. If foaming still
occurs check for restriction in refrigerant system
between condenser and sight glass. See Note "C."

NORMAL LOW HIGH

EVAPORATOR PRESSURE EVAPORATOR PRESSURE EVAPORATOR PRESSURE
C h eck - com pressor If ice is blocking evaporator, check P.O.A. Check P.O.A. valve
discharge pressure. valve function. If cooling remains low, operation as above.
follow diagnosis under "Normal Evapor­
ator Pressure." If P.O.A. valve is function­
ing properly, hoses to and from valve and
COMPRESSOR HIGH
suction hose may be restricted.
DISCHARGE PRESSURE
Check for air in system , excess
refrigerant, restriction in con­
denser refrigerant tubes or air
fins. See Note "B."
P.O.A. VALVE IF NOT
COMPRESSOR LOW
OPERATING PROPERLY FUNCTIONING
DISCHARGE PRESSURE
Replace P.O.A. valve.
Check for low refrigerant, restriction
in liquid line, plugged or defective ex­
pansion valve, or defective com pressor
or P.O.A. valve. See "NOTE C."
NORMAL HIGH
EVAPORATOR PRESSURE EVAPORATOR PRESSURE
If cooling remains low after Check installation of capillary
pressure is normal, check bulb. If bulb is secured properly
COMPRESSOR NORMAL the discharge pressure. and pressure is high, remove
DISCHARGE PRESSURE bulb from pipe. See Note "D."

Check for proper seal around

evaporator core and temper­ EVAPORATOR PRESSURE EVAPORATOR PRESSURE
ature door. REMAINS THE SAME INCREASES
Valve is stuck open and too much refrig­ Check for clutch slippage,
erant is entering evaporator. Replace belt slippage and listen
expansion valve. See Note "E." for unusual n oises. T-7073

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. IE-87

AIR CONDITIONING

INSUFFICIENT COOLING DIAGNOSIS CHART NOTES

(Used in Conjunction With Chart on Opposite Page)

NOTE “ A ” restriction in the high pressure side of the refrig­

P.O.A. valve piston sticking; if stuck closed, no
cooling due to lack of flow of refrigerant through
the evaporator core; if stuck open, no controlled
cooling and cab may get too cold - evaporator may
freeze. Replace valve.
NOTE “ B”
System with excess discharge pressure should be
slowly depressurized at the receiver-dehydrator
inlet connection, observing the behavior of the high
pressure gauge indicator.
eration system. The system will have high pres­
sure control more frequently under this condition.
Install gauge set and bleed off refrigerant from
compressor suction and discharge side for 20 sec­
onds. After 20 seconds close valves and recheck
operating pressures. Repeat until discharge pres­
sure is normal. Check sight glass; if bubbles ap­
pear it indicates that air was in system. Charge
with refrigerant as follows: 2000 engine rpm,
"OUTSIDE" air, "HI" blower and maximum cooling.
Add refrigerant until sight glass clears, then add
1 pound additional.

1. If discharge pressure drops rapidly, it in­

dicates air (with the possibility of moisture) in the
system. When pressure drop levels but still indi­
cates in excess of specifications shown in the
OPERATIONAL TEST DATA CHART, slowly bleed
system until bubbles appear in the sight glass and
stop. Add refrigerant until bubbles clear, then add
one (1) pound of refrigerant. Recheck operational
pressures. If discharge pressure still remains
above specifications and the suction pressure is
slightly above normal, then a restriction exists in
the high pressure side of the system.
2. If discharge pressure drops slowly, it in­
dicates excessive refrigerant. If pressure drops to
specifications and sight glass remains clear, stop
depressurizing and recheck operational pressures.
If pressures are satisfactory, depressurize until
bubbles appear in the sight glass, stop depressur­
izing, then add one (1) pound of refrigerant. Re­
check operational pressures.
3. If discharge pressure remains high after
depressurizing the system, continue depressuriz­
ing until bubbles appear in the sight glass. If suc­
tion pressures also remain high, then the P.O.A.
valve may require replacement, as well as a
NOTE “ C”
Check for presence of bubbles or foam. If bubbles
or foam is noted, charge with refrigerant as fol­
lows: 2000 engine rpm, "OUTSIDE" air, "HI"
blower and Maximum Cooling. Add refrigerant
until sight glass clears, then add an additional 1
pound.
NOTE: It is not unusual for bubbling to occur on
minimum cooling and "LO" blower in mild weather
even with a fully charged system.
NOTE “ D”
Remove insulation and inspect for clearance be­
tween tube and bulb. If gap exists, move bulb to
establish contact, reclamp and reinsulate.
NOTE “ E”
Remove expansion valve and inspect internal screen
for foreign objects. If present, there is a possi­
bility seat is being held open. Install new expan­
sion valve; if condition is corrected, discard the
valve removed.
1-7074

ALWAYS WEAR PRO TECTIV E GOGGLES WHEN WORKING ON

REFRIGERATION SYSTEMS. ALSO BEWARE O F THE DANGER
O F CARBON MONOXIDE FUMES BY AVOIDING RUNNING THE
ENGINE IN CLOSED OR IM PRO PERLY VENTILATED GARAGES.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. IE-88

AIR CONDITIONING

COMPRESSOR
(R efer to F ig u re 29)

REMOVAL
1. Purge th e r e f r ig e r a n t fro m the s y s te m .
2. R em ove c o n n e c to r attach in g bolt and co n ­
n e c to r. Seal c o n n e c to r o u tle ts .
3. D isco n n ect e le c tr ic a l le a d to clu tc h a c tu ­
ating c o il.
4. L oosen b ra c e and piv o t b o lts and d eta c h b e lt.
5. R em ove the n u ts and b o lts attach in g the
c o m p re s s o r b ra c k e ts to th e m ounting b ra c k e t. L-6 ENGINE
6. B efore beginning any c o m p re s s o r d is a s s e m ­
bly, d ra in and m e a s u re oil in the c o m p r e s s o r.
C heck fo r evidence of co n tam in atio n to d e te rm in e
if re m a in d e r of s y s te m r e q u ir e s s e rv ic in g .

INSTALLATION
1. If oil p re v io u sly d ra in e d fro m th e c o m ­
p r e s s o r upon re m o v a l show s no evidence of co n ­
tam in a tio n , re p la c e a lik e am ount of f r e s h r e f r i g ­
e ra tio n oil into the c o m p re s s o r b e fo re r e i n s ta ll­
atio n . If it w as n e c e s s a ry to s e rv ic e th e e n tire
s y s te m b e c a u se of e x c e ss iv e c o n tam in atio n in the
oil re m o v ed , in s ta ll a fu ll c h a rg e of f r e s h r e f r i g ­
e ra tio n oil in the c o m p r e s s o r .
2. P osition c o m p r e s s o r on the m ounting b r a c ­
k et and in s ta ll a ll n u ts, b o lts , and lock w a s h e rs .
3. In sta ll th e c o n n e c to r a sse m b ly to the c o m ­
p r e s s o r r e a r head, using new O -rin g s .
4. C onnect the e le c tr ic a l le a d to the co il and
in s ta ll and a d ju st c o m p r e s s o r b e lt. R e fe r to fig u re s
28 and 29.
5. E vacuate and c h a rg e th e sy s te m .
6. L eak te s t the s y s te m and check fo r p ro p e r
o p e ra tio n .

COMPRESSOR BELT TENSION V-6 ENGINE

ADJUSTMENT T-3896
A djust c o m p re s s o r b e lt, u sin g a b e lt ten sio n
d ial gauge (J-23573). T en sio n should be w ithin 90-
100 lb s. (used b elt), o r 135-145 lb s . (new b e lt). Figure 2 9 -C o m p resso r M ountings

SPECIFICATIONS
Compressor System Capacities
jy p e 6 Cylinder Axial Refrigerant 12.................................................................................3 lbs., 4 oz.
Displacement..................................................................................12.6 Cu. In. 525 Viscosity Compressor O il.......................................................10 fluid oz.
Rotation...............................................................................................Clockwise

Blower Motor Torque Specifications

V olts.................................................................................................................. 14
Amps (C old)..................................................................................... 20 (Max.)
RPM (C old).................................................................................................. 4000
Compressor Clutch Coil
Ohms (at 80° F)...........................................................................................3.85
Amps (at 80° F)........................................................................3.2 @ 12 volts
Compressor Suction and Discharge
Connector B o lt............................................................................... 20 ft. lbs.
Rear Head to Shell Stud N uts........................................................ 20 ft. lbs.
Shaft Mounting N u t.......................................................................... 15 ft. lbs.
Fuses...................................................................................................... 25 Amp.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 SECTION 2
GENERAL
T h is s e c tio n in clu d es g e n e ra l in s tru c tio n s fo r
checking fra m e alig n m en t and rec o m m en d atio n s
fo r fra m e r e p a ir and re in fo rc e m e n t. It m u st be
p o in ted out th a t th e in fo rm a tio n is p ro v id ed to a s ­
s i s t in th e r e p a ir o r re in fo rc e m e n t of f r a m e s , u s ­
ing the m o st d e s ira b le p r a c tic e s . T h is se c tio n w as
p r e p a r e d to a id com p eten t p e rs o n n e l in the r e p a ir
o r re in fo rc e m e n t of fra m e s .
C h an n el-ty p e fra m e (fig. 1) c o n stru c tio n w ith
riv e te d c ro s s m e m b e r s is u s e d on a ll m o dels.
F ra m e sid e r a il s a r e u su a lly of S .A .E . 1023 s te e l.
F ig u re 1 illu s tr a te s ty p ic a l a rra n g e m e n t of fra m e
m ounted su sp e n sio n and body atta c h in g b ra c k e ts .
In th e event th e v eh ic le is dam aged in a c o l­
lisio n , c a re fu lly check fo r p r o p e r fra m e alig n m en t
in additio n to s te e r in g g e o m e try and ax le alig n m en t.
FRAME ALIGNMENT CHECK
The m o st co nvenient way to ch eck fra m e a lig n ­
m en t, p a r tic u la r ly when th e cab o r body is on the
c h a s s is , is to s e le c t v a rio u s c o rre sp o n d in g po in ts
of m e a s u re m e n t on th e o u tsid e of each sid e r a il
and then, by u s e of a p lum b bob, tr a n s f e r th e se
p o in ts to a layout on a le v e l flo o r. (Note: F lange
w idth m ay v a ry - 3 /1 6 ".) T he s e le c tio n of th e se
p o in ts is an a r b itr a r y m a tte r; h ow ever, it is an
im p o rta n t fa c to r to re m e m b e r th a t fo r each point
s e le c te d on th e le ft sid e r a il , a c o rre sp o n d in g point
Figure 1—Typical Fram e A lignm ent Points
m u st be u se d on th e rig h t r a il. T he illu s tra tio n
(fig. 1) is u se d m e re ly to s e rv e a s a guide in the
se le c tio n of checking p o in ts ”M ."
In o r d e r to obtain re lia b le r e s u lts , checking
m u st be done thoroughly and a c c u ra te ly . A fter a ll
co rre sp o n d in g p o in ts have been c a re fu lly tr a n s f e r ­
re d fro m the v eh ic le fra m e to the flo o r layout,
m ove the veh icle away fro m the layout a n d p ro c e e d
a s d ire c te d in th e follow ing ste p s:
NOTE: Key le tte r s in th e follow ing te x t r e f e r
to fig u re 1.
1. C heck the fra m e w idth a t fro n t and r e a r
ends u sin g the c o rre sp o n d in g m a rk s on the flo o r.
If w idths c o rre s p o n d to "S p ecificatio n s" (at end of
th is sec tio n ), draw c e n te r lin e full length of veh icle
layout b ise c tin g po in ts in d icatin g fro n t w idth (WF)
and r e a r w idth (WR). If fra m e w idths a r e not c o r ­
r e c t, lay out c e n te r lin e a s d ire c te d in Step 4.
2. W ith c e n te r lin e p ro p e rly la id out, m e a su re
th e d ista n c e p e rp e n d ic u la r fro m the c e n te r lin e to
c o rre sp o n d in g p o in ts on each sid e o v e r the e n tire
length of the c h a s s is . If the fra m e is in p ro p e r
alig n m en t, m e a su re m e n t should not v ary m o re
th an an 1 /8 " a t any co rre sp o n d in g p o in t.
3. W here im p ro p e r alignm ent is e n co u n tered ,
th e p o int a t w hich th e fra m e is sp ru n g m ay be lo ­
c a te d by m e a su rin g p a ir s of c o rresp o n d in g diagon­
a ls m a rk e d "A " o r "B ." If th e length of each p a ir
of diagonals ("A ” o r "B") a r e w ithin 1 /8 " and the
in te rs e c tio n point of the diagonal p a ir s is w ithin
1 /8 " of the c e n te r lin e , th e p o rtio n of the fra m e
included betw een th e p o in ts of m e a su re m e n t m ay
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 2-2
FRAME
be c o n sid e re d to be in p r o p e r a lig n m en t. V a ria tio n
of m o re than a 1 /8 ” in d ic a te s m isa lig n m e n t.
4. If th e fra m e c e n te r lin e cannot be d e te r ­
m ined by m ethod in d ic a te d in Step 1, th e c e n te r
lin e m ay be e s ta b lis h e d by d raw ing a lin e thro u g h
the in te rs e c tio n p o in ts of equal p a ir s of diag o n als
o r fro m the in te rs e c tio n of equal d iagonals thro u g h
the m idpoint of e ith e r c o r r e c tly e s ta b lis h e d fro n t
o r r e a r fra m e w id th s. T h is m ethod is u su a lly r e ­
q u ire d when fro n t o r r e a r end dam age is in c u rre d
a s the r e s u lt of a c o llisio n .
5. A fte r it h a s been d e te rm in e d th at th e fra m e
is p ro p e rly alig n ed , a x le a lig n m en t w ith r e s p e c t to
the fra m e can be ch eck ed a s d ire c te d below (see
fig. 1):
a. F ro n t ax le alig n m e n t w ith re s p e c t to th e
fra m e is c o r r e c t if " F R ” eq u als " F L " and "DR"
eq uals "D L ." T h is can be concluded if both fro n t
and r e a r fra m e ends have been e sta b lis h e d a s
p ro p e rly alig n ed (Step 3).
b. R e a r axle alig n m e n t w ith r e s p e c t to the
fra m e is c o r r e c t if "E R " eq u als "E L " and "GR"
eq u als "G L ."
NOTE: R e fe r to p a g e s 110, 111, and 112 and
fig u re s 9, 10, and 11 fo r fra m e alig n m en t d im en ­
sio n s.
STRAIGHTENING FRAMES
T he p ra c tic e of stra ig h te n in g fra m e s should
not be a tte m p te d by inejqperienced p e rso n n e l, a s
m o re dam age can r e s u lt fro m im p ro p e r m eth o d s.
In te rn a l s t r e s s e s can be in tro d u c e d into th e m a te r ­
ia l by im p ro p e r fra m e s tra ig h te n in g . F o r th is
re a so n th e follow ing r e s tr ic tio n s should be a d h e re d
to com pletely:
Figure 2 —Frame Bending M om ent (Typical Tractor)
1. F ra m e stra ig h te n in g should be attem p ted
only by e x p erie n ced p e rso n n e l.
2. H eat m ay be ap p lied to S.A .E . 1023 s te e l
only by com petent p e rso n n e l. The m a te ria l te m p ­
e r a tu r e should not exceed 1200° (dull re d glow).
It m u st be stro n g ly po in ted out th a t e x c e ssiv e heat
w ill dam age the m a te ria l s tr u c tu r e c h a r a c te r is tic s
of the fra m e r a il.
3. F ra m e m e m b e rs w hich a r e bent o r buckled
su fficie n tly to show s tr a in s o r c ra c k s a fte r s tr a ig h t­
ening should be re p la c e d .
IDENTIFICATION OF MATERIAL
The im p o rtan ce of p ro p e rly identifying the
b a se r a il b e fo re attem p tin g to stra ig h te n o r re p a ir
cannot be o v e re m p h a siz ed . T he r e s u lts of in c o r ­
r e c t w elding o r stra ig h te n in g m ethods m ay cau se
m o re dam age to the fra m e than w as o rig in a lly ex ­
p e rie n c e d . F ra m e s t r e s s c o n c e n tra tio n s re s u ltin g
fro m im p ro p e r w elding m ethods a r e a m a jo r c au se
of fu tu re fra m e f a ilu r e s .
The sta n d a rd m odels as quoted in the GMC
D ata Book d e s c rib e the p h y sica l dim ension of the
fra m e r a il and sp ecify the type of m a te ria l u se d .
H ow ever, due to the n um ber of R PO ’s and S pecial
Q uotations a v a ilab le on m o st m odels, th e D ata
Book in sp ectio n is not alw ays a valid id en tificatio n .
T he m a te r ia l can be id en tified by the type of
c u t-o u t in the fra m e sid e r a il a t th e fro n t axle
c e n te r lin e.
Any re in fo rc e m e n ts added m ust be of the sa m e
o r b e tte r m a te ria l than the b a se fra m e r a il. T his
would p e rm it the u se of S .A .E . 950 re in fo rc e m e n ts
on S.A .E . 1023 b a se r a ils .
Max. Bending Moment
T-7844
CHEVROLET 40-60 TRUCK SERVICE MANUAL

L is te d u n d er "S p ec ific a tio n s" at end of th is
s e c tio n a r e s e le c te d s iz e s of w elding e le c tro d e s
fo r u se in re p a irin g fra m e sid e r a i ls . R e co m ­
m ended c u r r e n t ra n g e s fo r v a rio u s e le c tro d e s a r e
given when p e rfo rm in g e ith e r fla t o r o v erh e ad
w elding. When w elding S .A .E . 1023 s te e l, type E -
7014 e le c tro d e s a r e re co m m en d ed w ith type E -7018
su g g e ste d a s an a lte r n a te . To e n s u re p e rm a n e n t
fra m e r e p a ir s , c o r r e c t m a te ria l id e n tific atio n ,
p r o p e r e le c tro d e se le c tio n , and p ro fe s s io n a l w eld­
ing te ch n iq u es a r e re q u ire d .
A N A LYZ IN G FAILURE CAUSES
T h is a n a ly s is is not intended to c o v e r the
c a u se s of a ll p o s s ib le fra m e p ro b le m s ; how ever,
it should be of v alu ab le a s s is ta n c e in p re p a rin g
c o m p lete, c o n cise r e p o r ts .
T he p u rp o se of th is d is c u ssio n is to em p h asize
th e fa c t th a t fra m e fa ilu re d o esn ’t ju st happen,
th e r e m u st be a c a u se o r re a s o n . An exam ple of
th is would be a v e h ic le involved in a c o llisio n . T he
re a s o n fo r f a ilu re in th is c a s e is ap p a re n t; how­
e v e r, o th e r f a ilu r e s can be e n c o u n tered w h e re the
re a s o n s a r e not so a p p a re n t.
T h re e ty p es of fra m e f a ilu r e s can be c la s s i­
fie d a s follow s:
1. C o llisio n s.
2. E x c e s s iv e bending m om ent.
3. L o c a liz e d s t r e s s c o n c e n tra tio n .
F a ilu r e s c a u se d by c o llisio n should be r e p a i r ­
ed, u sin g p ro p e r m ethods and re in fo rc e m e n ts,
w h e re n e c e s s a r y .
Figure 3 —Fram e Bending M om ent (Typical Straight Truck)
Sec. 2-3
FRAME
E x c e ssiv e bending m om ent fa ilu re s a r e c au sed
by o v e rlo a d , im p ro p e r w eight d istrib u tio n , o r m is ­
a p p lic atio n of the v e h icle . E x c e ssiv e bending m o­
m ent f a ilu r e w ill o c c u r a t d iffere n t a r e a s on v a r ­
ious ty p es of v eh icles; th e re fo re , fo r e a s ie r u n d e r­
standing, th e e ffec ts of e x c e ssiv e bending m om ents
w ill be d isc u sse d by type of v eh icle.
TRACTORS
The m axim um bending m om ent of v e h ic le s
u se d in t r a c to r s e rv ic e is in the a r e a of the le a d ­
ing edge of fifth w heel (fig. 2). F a ilu re s m ay be
c a u se d by o v e rlo ad , e x c e ssiv e fifth w heel se ttin g ,
e x c e ssiv e fifth w heel heig h ts, p o o r fifth w heel in ­
s ta lla tio n s , s e v e re o p era tin g conditions and s e v e re
b ra k in g o p e ra tio n s (in e rtia of c e rta in lo ad s), which
induce e x c e ssiv e bending m om ents in the fra m e .
T h ese f a ilu re s w ill s ta r t a t edge of lo w er flan g es
and p r o g r e s s a c r o s s the fra m e flange and up the
web se c tio n of the fra m e r a il. In sta n c e s m ay o c c u r
w h ere u p p e r o r lo w er fra m e flan g es buckle.
STRAIGHT TRUCKS
The m axim um bending m om ent o c c u rs in the
a r e a n e a r the r e a r of the cab on v eh ic le s having
van o r p la tfo rm b o d ie s (fig. 3). F a ilu r e s m a y b e
ca u se d by o v erlo a d o r can o c c u r when lo ads a r e
d is p e rs e d in d im in ish in g q u an tities allow ing the
b a la n c e of a load to re m a in in the e x tre m e fro n t of
th e body.
In both t r a c to r and s tra ig h t tru c k o p e ra tio n
th e h ig h est te n s ile s t r e s s is applied to the bottom
sid e of the low er fra m e flange. H ow ever, it m u st
be po in ted out th a t dump tru c k s , a s an ex am ple,
when o p e ra te d w ith ’ th e box in a r a is e d p o sitio n
c a u se s the c e n te r of g ra v ity of the lo ad to move
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 2-4
FRAME
behind th e r e a r ax le c e n te r lin e re s u ltin g in a
change of m axim um te n s ile s t r e s s lo catio n fro m
the bottom of th e lo w e r fla n g e s to th e top of the
u p p e r flan g es (fig. 4). T h is in fo rm a tio n can be v e ry
u se fu l when exam ining c r a c k s on v e h ic le s u se d in
dump s e r v ic e , a s it w ould a p p e a r th at th e v eh ic le
h as been o p e ra te d a t e x c e s s iv e sp eed o v e r rough
t e r r a in w hile sp re a d in g w ith the dump box in th e
r a is e d p o sitio n o r w ith too long a dump box fo r
w h e elb a se s e le c te d .
L o c a liz e d s t r e s s c o n c e n tra tio n fa ilu re s m ay
b e the r e s u lt of bending m om ent s t r e s s e s ; how­
e v e r, it m u st be p o in ted out th a t th e s t r e s s le v e ls
would not be high enough to ca u se any d ifficulty
w ithout lo c a liz e d s t r e s s co n c e n tra tio n p o in ts. T h e se
lo c a liz e d s t r e s s c o n c e n tra tio n p o in ts m ay be c au sed
by p o o r body o r fifth w heel m ountings, sp e c ia l
equipm ent o r a c c e s s o ry in s ta lla tio n , im p ro p e r
w elding o r w elding m eth o d s, im p ro p e r r e in f o r c e ­
m e n ts, lo o se b o lts o r r iv e ts and d efectiv e m a te ria l.
T hey m ay a lso o c c u r a s a r e s u lt of high bending
lo a d s, coupled w ith s e v e r e to rs io n a l lo ad s a s m ay
be found in o ff-ro a d s e r v ic e .
T he p ro p e r in s ta lla tio n of fifth w h eels o r
bo d ies is co v e re d in th e "Body B u ild e r 's B ook";
h ow ever, it should be re -e m p h a s iz e d th a t th e u se
of U -b o lts fo r a tta c h m e n t of fifth w heels o r b o d ies
is not an ap p ro v ed in s ta lla tio n a s high s t r e s s con­
c e n tra tio n m ay d evelop. T he d e s ire d fifth w heel
o r body m ounting is a tta c h e d to the fra m e r a i l web
se c tio n , not through fla n g e s.
Wood s ills should be u se d betw een m ain r a ils
and s u b -fra m e on body in s ta lla tio n s to e n su re good
lo ad d istrib u tio n .
S p ecial equipm ent o r a c c e s s o ry in sta lla tio n
can ca u se high s tr e s s co n ce n tratio n s due to the
m ethod of attac h m en t o r the w eight of the equip­
m en t. H oles should n e v e r be d rille d through the
flan g es and ra p id changes of se c tio n m odulus should
be avoided. T h e se se c tio n m odulus changes usu ally
o c c u r when la rg e m ounting p la te s a r e added fo r
su p p o rtin g sp e c ia l equipm ent. Heavy equipm ent
m ounted a c ro s s the flan g es o r on the web of a sid e
r a il m ay ca u se enough s t r e s s c o n c en tra tio n to
ca u se fa ilu re s at the n e a r e s t c ro s s m e m b e r, b ra c k e t,
o r o th e r fra m e s tiffe n e r o r through a n earb y hole
in the fra m e flange.
IMPORTANT
Improper welding or welding methods
are a major cause of stress concentration
points, which may ultimately result in
frame failure. (Refer to "General Welding
Instructions.")
Im p ro p e r re in fo rc e m e n t o r a tta ch m en t of r e ­
in fo rc e m e n t m ay cau se m o re difficulty than the
o rig in a l p ro b le m a s the c re a tio n of lo c a liz e d s t r e s s
co n c e n tra tio n s m ay re d u c e the fra m e lo ad c a r r y ­
ing c ap acity below the o rig in a l fra m e b e fo re ad d ­
ing re in fo rc e m e n ts . T he u se of riv e ts fo r attach in g
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 2-5

FRAME

re in fo rc e m e n t during fie ld m odification is g e n e ra l­ ra n g e of e le c tro d e c u rre n t and voltage c h a rt. When

ly not reco m m en d ed due to the la c k of p ro p e r r iv e t­ w elding o v e rh e ad o r in difficult a r e a s , u se low
ing equipm ent in m ost s e rv ic e lo c a tio n s. F o r th is ra n g e of the e le c tro d e c h a rt.
re a s o n it is reco m m en d ed th a t m ost re in fo r c e ­ b. G roove W elding - T his is a b a s ic re p a ir
m e n ts be a tta c h e d w ith 300-M b o lts and th at h a rd ­ w eld w hich is ap p lied a fte r the s u rfa c e h as been
ened w a s h e rs be p laced on both ends of the bolt to vee ground fo r good p e n e tra tio n . P a r tic u la r c a re
p ro v id e a good to rq u in g s u rfa c e and to m aintain should be taken when w elding c ra c k s w hich c r o s s
tig h t b o lts. e ith e r th e u p p er o r low er fla n g e s. W eld com pletely
then g rin d off the e x c e ss w eld to e lim in a te the p o s ­
GEN ERAL WELDING INSTRUCTIONS sib ility of n o tches o r w eld b u ild -u p s on the flange
edge. U se m edium ran g e of e le c tro d e c h a rt.
Good w elding is a v e ry fa v o ra b le m ethod of c. P lu g W elding - T h is is a good m ethod of
a tta c h m e n t o r r e p a ir ; h ow ever, im p ro p e r w elding attac h in g re in fo rc e m e n ts a s it e lim in a te s the p o s ­
o r w elding p ro c e d u re m ay r e s u lt in f u r th e r fra m e s ib ility of lo o se fittin g b o lts; how ever, c a re m ust
d am ag e. A dditions of re in fo rc e m e n ts m ay be n e c ­ be e x e rc is e d in locating plug w elds in d iffe re n t
e s s a r y in th e r e p a ir a r e a to p re v e n t r e o c c u rr e n c e . ty p e s of re in fo rc e m e n ts . E -7016 e le c tro d e is h igh­
ly reco m m en d ed fo r plug w elding b e c a u se of its
WARNING: Before welding, discon­ good p e n e tra tio n and lig h t coating. U se high ran g e
nect one or both battery cables. of e le c tro d e c h a rt fo r fla t o r v e rtic a l plug w eld s.
O v erh ea d plug w elding is v ery difficult and should
WELDING EQUIPM ENT not be u se d u n le s s o th e r ap p ro ac h es a r e not p r a c ­
tic a l, then u se high ra n g e fo r f i r s t p a s s and co m ­
CAUTION p le te plug at m edium ra n g e . R e fe r to plug w eld
ta b le fo r s iz e of hole to u se fo r v a ria tio n s of m a­
NEVER USE O X Y A C E T Y L E N E te r ia l th ic k n e ss.
FOR W E L D IN G F R A M E RAILS. d. S titch (In te rm itte n t F illet) W elding - T his
type is not g e n e ra lly u se d on fra m e s a s continuous
T h e re a r e s e v e r a l ty p es of w elding m achines fille t w elding p ro v id e s b e tte r attach m en t; how ever,
th a t a r e u se d fo r w elding on fra m e r a ils . L is te d w h e re w arp ag e and h eat co n tro l is c r itic a l, u se
below a r e the th r e e m o st com m only u se d m achines s titc h w elding a t m edium range of e le c tro d e c h a rt.
and th e ir ad van tag es:
1. DC (R e c tifie r Type) - T his m achine r e ­ O th er re co m m en d atio n s fo r a ll ty p es of w eld­
q u ire s v e ry little s e r v ic e a s th e re a r e no moving ing include:
p a r ts , a lso re d u c e s chance of a r c blow s. 1. C onnect w elding m achine ground ca b les as
clo se to w orking a r e a a s p o ssib le .
2. DC (M o to r-G e n e ra to r Type) - T h e p rin c ip le 2. W here p o ssib le , u se s m a lle r d ia m e te r e le c ­
adv an tag e is th e p o w er supply may be se lf-c o n - tro d e and m ake s e v e ra l p a s s e s r a th e r than la rg e
tain ed ; th e re b y , th is m achine is re a d ily p o rta b le d ia m e te r e le c tro d e and sin g le p a s s .
and h as v e ry good voltag e v a ria tio n co n tro l and
v e r s a tility w ith a ll typ es of e le c tro d e s . FRAME RAIL REPAIR
3. AC - T his is the le a s t expensive and r e ­
d uces p o s s ib ility of a r c blow s; how ever, som e It is v e ry im p o rta n t th at r e p a ir s be c o rr e c tly
difficu lty m ay be e n c o u n tered in s trik in g an a rc applied, a s in ad equate r e p a ir s w ill c re a te ad d i­
w hen u sin g s m a ll d ia m e te r e le c tro d e s . tio n al lo c a liz e d s t r e s s c o n c en tratio n w hich may
It is reco m m en d ed th a t fo r a ll p u rp o se w eld­ r e s u lt in re p e a t f a ilu re s . T h e re a r e two b a sic
ing, th e m inim um c a p a c ity of any m achine should ty p e s of c ra c k s w hich m ay be en co u n te re d in fra m e
b e 350 a m p e re s . T h e re a r e fo u r b a sic ty p es of d ifficu lties (fig. 5). The s tra ig h t c ra c k o r the m u lt­
w elding u se d in th e r e p a ir o r re in fo rc in g of fra m e ip le s u n b u rst c r a c k s w hich w ill r a d ia te fro m a hole
r a i l s . A ll of th e se can be u sed w ith any type of in the web se c tio n .
m a te r ia l except h e a t- tr e a te d m a te ria l w hich r e ­ T he s tra ig h t c ra c k w ill n o rm a lly s t a r t fro m
q u ir e s e le c tro d e s E12016 o r E12018. Follow ing the edge of a flange and p r o g r e s s a c r o s s the flange
a r e the d e s c rip tio n s of th e ty p es of w elds: and then tra v e l th ro u g h the web se c tio n to w a rd the
a. C ontinuous F ille t W eld - T h is is u se d to o p p o site flange of the sa m e r a il. T h is m ay b e c a u s ­
w eld a continuous bead along a re in fo rc e m e n t ed e ith e r by lo c a liz e d s tr e s s c o n ce n tratio n , ex ­
p la c e d on the web se c tio n of the fra m e r a il o r fo r c e s s iv e bending m om ent, o r to rs io n a l loading. The
adding g u s s e ts o r p la te s to c ro s s m e m b e r s . Con­ su n b u rst type c ra c k s a r e c au sed by high loads a p ­
tin u o u s fille t w elds should n e v e r be m ade a c r o s s p lie d lo c ally at the m ounting b ra c k e t o r c ro s s m e m ­
fra m e fla n g e s o r along in sid e edges of the fra m e b e r w hose a ttach m e n t is not su fficien tly adequate
fla n g e s. W hen w elding in the fla t p o sitio n u se high o r is not se c u re ly fa ste n e d to the sid e r a il.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 2-6
FRAME
In e ith e r c a s e both ty p es of c ra c k s m ay be
re p a ir e d u sin g s im ila r m eth o d s. The p ro c e d u re
fo r re p a irin g fra m e r a i l c r a c k s is a s follow s:
1. R em ove any equipm ent th a t w ill in te r f e r e
w ith w o rk ab le a c c e s s to th e fa ilu re .
2. L o cate the e x tre m e end of th e c r a c k and
d r ill a q u a r te r inch ho le.
NOTE: It m ay be n e c e s s a r y to alig n the fra m e
and le v e l th e r a ils b e fo re re p a irin g th e fra m e .
3. Vee g rin d th e e n tire length of th e c ra c k
fro m the s ta r tin g point to th e q u a r te r in ch hole at
th e e x tre m e end. U sing a h a c k -sa w b lad e, the
c ra c k should be opened (1 /1 6 ") to allow co m p lete
p e n e tra tio n of the w eld.
4. W eld w ith p r o p e r e le c tro d e c o rre sp o n d in g
to th e m a te r ia l of th e b a s ic r a il.
5. G rin d the w eld sm o o th on both in sid e and
o u tsid e of r a il o r re in fo rc e m e n t, being e x tre m e ly
Figure 6 —Scarfed (Tapered) Ends of Reinforcem ent
c a re fu l to e lim in ate w eld b u ild -u p o r notches on
the flange ed g es.
NOTE: C a re should be taken when g rinding
not to re d u c e th ic k n e ss of b a se r a il.
6. Q uality and n e a tn e ss of w orkm anship c an ­
not be o v e re m p h a siz ed . A fte r the r e p a ir is co m ­
p le ted , th e r e p a ire d a r e a should be p a in te d and
should not be re a d ily d is c e rn ib le fro m the u n r e ­
p a ire d a r e a of sid e r a il. U se a co p p er s p a c e r b e ­
tw een th e flan g e s of c ra c k e d b a se r a il flan g es and
re in fo rc e m e n t flan g es and r e p a ir each flange s e p ­
a ra te ly a s the flanges m ust r e a c t independently to
p re v e n t lo c a liz e d s t r e s s c o n cen tratio n .
B uckled fra m e flanges should be s tra ig h te n e d
usin g p ro p e r alignm ent p ro c e d u re s , then an a d e ­
quate re in fo rc e m e n t should be u sed (see " F ra m e
R ein fo rc e m e n ts") o r offending equipm ent re m o u n t­
ed to obtain an im p ro v ed tra n s itio n of loaded to
n o n -lo ad ed a r e a s . DO NOT USE OXYACETYLENE
FOR WELDING FRAME RAILS.
CROSSMEMBER AND BRACKETS
T he r e p a ir of c ro s s m e m b e rs m ay be a c c o m ­
p lish e d if the dam age is not ex te n siv e . C ro s s m e m ­
b e r m ounting flange c ra c k s m ay be r e p a ire d in the
sa m e m an n er a s sid e r a il c ra c k s; how ever, the
w eld b ead should be b u ilt up to p ro v id e a good
sm ooth ra d iu s . If ex ten siv e dam age is in c u rr e d to
a c ro s s m e m b e r, the c ro s s m e m b e r should be r e ­
p la c e d , usin g b o lts r a th e r than r iv e ts . A ll c a s t
m ounting b ra c k e ts th a t a r e dam aged should be r e ­
p la c e d a s it is not p ra c tic a l to w eld a c a s t b ra c k e t.
In th e event th at a fra m e c ra c k a p p e a rs in th e a r e a
of c a s t b ra c k e t, the b ra c k e t m ust be rem o v e d w hile
r e p a ir is m ade. U nder no c irc u m s ta n c e s should a
c a s t b ra c k e t be w elded to the fra m e sid e ra il.
FRAME REINFORCEMENTS
R eview the d isc u ssio n on analyzing c a u se s of
fa ilu re s b e fo re applying re in fo rc e m e n t. A com m on
m isco n cep tio n in the p a s t w as to p a tc h a c ra c k e d
fra m e . T his is in c o rre c t; re in fo rc e th e fa ile d a r e a .
A re in fo rc e m e n t m u st be la rg e enough (approx. 30
inches) to p ro v id e ad equate s t r e s s re lie f fro m
ra p id changes in se c tio n m odulus. F o r th is re a so n
it is e x tre m e ly im p o rta n t th at a ll re in fo rc e m e n t
ends be s c a rfe d to change sec tio n m odulus a s g ra d ­
u a lly a s p o ssib le w ith the lo n g est se c tio n in sta lle d
(fig. 6) in th e a r e a of h ig h e st lo a d s.
T h e re a r e five b a sic ty p es of re in fo rc e m e n ts
th a t m ay be u se d on tru c k fra m e s . H ow ever, it
m u st be pointed out th at th e m a te ria l u sed fo r the
re in fo rc e m e n t m u st be s im ila r to th a t of the b a se
r a il. B a se r a ils of S.A .E. 1023 m a te ria l could u se
re in fo rc e m e n ts of S.A .E . 950 m a te ria l.S .A .E . 1023
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 2-7

FRAME

r a i l s m ay be re in fo rc e d w ith S.A .E . 1023 s te e l,b u t

u n d e r no c irc u m s ta n c e s should s tre n g th of r e in ­
fo rc e m e n t be le s s than b a s e r a il. F ig u re s 7 and 8
illu s tr a te th e five b a s ic re in fo rc e m e n ts .
1. U pright " L ” R e in fo rc e m e n t - May be p la c e d
on e ith e r th e in sid e o r o u tsid e of th e fra m e side
r a i l . It should be u se d w h ere m axim um s t r e s s o c ­
c u r s a t the bottom of th e lo w e r flange and buckling
of th e u p p e r flange is not a p ro b le m . T h is r e in ­
fo rc e m e n t is quite v e r s a tile a s it m ay be u se d in
fu ll len g th o r in a s h o rt lo c a liz e d re in fo rc e m e n t.
T he co n fig u ratio n of th e fra m e o r sp rin g h anger
b r a c k e ts m ay lim it th e u se of the u p rig h t "L " r e ­
in fo rc e m e n t.
2. In v e rte d "L " R e in fo rc e m e n t - T h is m ay be
u s e d on th e in sid e o r o u tsid e of th e fra m e r a il. It
is reco m m en d ed w h e re th e m axim um s t r e s s a r e a
is tr a n s f e r r e d to th e u p p e r flange; fo r exam ple,
dum p tru c k s w ith the box in th e r a is e d p o sitio n .
T h is is a ls o re a d ily a d ap ted w h ere fra m e and hang­
e r b ra c k e t d esig n r e s t r i c t s u sin g an u p rig h t "L "
r e in fo rc e m e n t o r w h e re fra m e u p p e r flange buck­
lin g h as been noted.
3. C hannel R e in fo rc e m e n t - T h is m ay a lso be
in s ta lle d on th e in sid e o r o u tsid e of th e fra m e sid e
r a il and can be full len g th o r a lo c a liz e d r e in f o rc e ­
m en t. T he p rin c ip le d isad v an tag e of the channel is
a d d itio n al w eight and h o u rs of la b o r re q u ire d to
m ake an in s ta lla tio n . A dditional difficulty m ay
a r i s e when a tte m p tin g to p la c e the channel in sid e
o r o v e r th e ex istin g r a i l due to m an u facturing to l­
e r a n c e s , c r o s s m e m b e rs o r m ounting b ra c k e ts .
4. S tra p R e in fo rc e m e n ts - T h is type of r e in ­
fo rc e m e n t m ay a ls o be u s e d to in c re a s e the s ec tio n
m odulus of a fra m e if p re v io u s dam age and r e p a ir
h a s re s u lte d in a lo s s of fra m e s tre n g th w hich
w ould r e q u ir e a d d itio n al m odulus to r e tu r n the
fr a m e s tre n g th to o rig in a l design. T h e se r e in fo r c e ­
m e n ts a r e plug w elded a t 6 to 8 inch in te rv a ls . Do
not w eld a c r o s s th e end o r along th e flange edges.
E nds should be cut a t an angle and edges of plug
w eld s m u st not be c lo s e r than %" to the edge of a
fra m e flange.
5. In v e rte d MJ M R e in fo rc e m e n t - T h is is a
r a th e r new type of fra m e re in fo rc e m e n t th a t is de­
sig n e d to in c r e a s e th e flange s tre n g th to p re v e n t 1. Do not u se riv e ts . P ro p e r riv e tin g equip­
flan g e buckling due to high to rs io n a l inputs o r m ent is not g e n e ra lly a v a ilab le in m o st fie ld s e r v ­
sh o ck loading d u rin g t r a c t o r hook-up o p e ra tio n s. ic e o u tlets; th e re fo re , the u se of 300M b o lts and
T he in v e rte d " J " re in fo rc e m e n t is a tta c h e d to the h ard en e d fla t w a sh e rs a r e recom m ended.
web se c tio n only w ith a sp a c e d b o lt p a tte rn . T his 2. R e in fo rc e m e n ts, w ith the exception of s tra p
r e in fo rc e m e n t h as been r e le a s e d in 6-fo o t lengths type, should not be atta ch ed to the flan g es except
th ro u g h the F a c to ry W areh o u se u n d e r P a r t No. in the c a se w h ere a m ounting b ra c k e t o r c r o s s m e m ­
2446489. b e r holes a r e a lre a d y th ro u g h the fra m e flange.
The a tta c h m e n t of re in fo rc e m e n t to the b a sic 3. P lug w elds m ay b e u se d in a sta g g e re d 8 to
r a il m ay v a ry som ew hat w ith m a te r ia ls . T he fo l­ 10 inch p a tte rn when a tta ch in g re in fo rc e m e n ts to
low ing g e n e ra l ru le s apply: th e web se c tio n (fig. 8).

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 2-8
FRAME
Figure 8 —Plug Patterns of Strap Reinforcements
4. S trap re in fo rc e m e n ts m ay be plug w elded
a t 6 to 8 inch in te rv a ls to th e flan g es in so m e c a s e s;
how ever, a s p o in ted out, th is is fo r s e c tio n m odulus
in c r e a s e and should only be a tte m p te d by highly
q u alifie d s p e c ia lis ts .
The te rm in a tio n of re in fo rc e m e n ts is v e ry
im p o rta n t. R e in fo rc e m e n t ends m u st be s c a rfe d o r
s t r e s s re lie v e d to p re v e n t lo c a liz e d s t r e s s con­
c e n tra tio n . T h is s c a rfin g should not be g r e a te r
than 45 d e g re e s (fig. 6). It should a lso be stro n g ly
e m p h a siz e d th at in c a s e s w h ere s e v e ra l r e in f o r c e ­ by a m inim um of eight in ches a p a rt.
m en ts a r e u sed , the ends of the re in fo rc e m e n ts
m u st o v erlap and be sta g g e re d so th a t the r e in ­
fo rc e m e n t ends o v e rla p by 8 to 10 in c h e s.
- C A U T IO N -
GENERAL RULES
L iste d below a r e g e n e ra l ru le s w hich apply to
fra m e r e p a ir and re in fo rc e m e n ts . M ost of th e se
ru le s a r e d isc u sse d e a r lie r in th is sectio n ; how­
e v e r, the im p o rta n c e of a d h e rin g to them cannot
be o v e re m p h a siz ed .
1. A lw ays identify th e m a te ria l of b a se r a il.
2. F ra m e stra ig h te n in g o r r e p a ir m u st be a t­
te m p te d only by highly qualified s p e c ia lis ts .
3. A lw ays a tte m p t to identify the cau se of
fa ilu r e .
4. F ifth w heel, body, and a c c e s s o ry m ountings
should not be m ade th ro u g h fra m e flan g es (see
’’Body B u ild e r’s Book").
5. Do not d rill h o les in the lo w er flan g es.
6. U se only p ro p e r e le c tro d e s a s sp ec ified fo r
b a s e r a il m a te ria l when w elding is n e c e s s a ry .
7. Do not u se o x yacetylene w elding equipm ent
on fr a m e s .
8. Do not w eld re in fo rc e m e n ts a c r o s s the
fra m e fla n g es.
9. Do not w eld w ithin %-inch of th e edge of a
fra m e flange.
10. R em ove a ll notches o r w eld b u ild -u p s
fro m flange edge w hen re p a irin g a b ro k en fra m e .
11. Do not w eld c a s t b ra c k e ts to fra m e .
12. Do not w eld the flan g es of c ra c k e d r e in ­
fo rc e m e n ts and b a se r a ils to g e th e r.
13. Do not p a tch c ra c k s . R e in fo rc e the a re a .
14. R e in fo rc em e n t should be of the sa m e o r
b e tte r m a te ria l than b a se r a il.
15. A lw ays s c a r f re in fo rc e m e n t ends to p r o ­
vide adequate s t r e s s re lie f.
16. A lw ays s ta g g e r ends of re in fo rc e m e n ts
17. B efo re w elding, d isco n n ect negative b a t­
te r y cable to p re v e n t p o ssib le e le c tr ic a l dam age
to g e n e ra tin g sy ste m .
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 FRAME ALIGNMENT DIMENSIONS

FRAME ALIGNMENT (SINGLE AXLE DIMENSIONS)

(CONVENTIONAL CABS)
(R EFER TO FIGURE 9 - D I M E N S I O N S ARE IN IN C H E S )

MODEL A B C D E F G H I J K L M N WnHAEcEcL‘

CS-CE 40-60.....................................................15% 13% 20 15% 15% 17 20 36 82% 132 147% 14% 16% 16% 1253/ 8
CS-CE 40-60................................................. ...15% 13^2 20 15% 15% 17 20 36 94% 144 159% 14% 16% 16% 137%
CS-CE 40-60................................................. ...15% 13% 20 15% 15% 17 20 36 106% 156 185% 145/8 16% 16% 1493/ 8
CS-CE 40-60 15% 13% 20 15% 15% 17 20 36 124% 174 215% 145/8 16% 16% 1673/8
SS-SE-CS-CE 40-60...................................... ...15% 13% 20 15% 15% 17 20 36 146% 196 280% 14% 16% 16% 189%
CS-CE 40-60.....................................................15% 13% 20 15% 15% 17 20 36 160% 210 285% 14% 16% 16% 203%
CS-CE 50-60................................................. ...15% 13% 20 15% 15% 17 20 36 130% 180 221% 14% 16% 16% 173^
CS-CE 50-60................................................. ...15% 13% 20 15% 15% 17 20 36 136% 186 227% 14% 16% 16% 179%
CS-CE 50-60................................................. ...15% 131/2 20 15% 15% 17 20 36 146% 196 280% 14% 16% 16% 189%
CS-CE-SS-SE 50 and CE 60 15% 13% 20 15% 15% 17 20 36 174% 224% 282% 14% 16% 16% 218
SS-SE 50 ................................................... ...15% 13% 20 15% 15% 17 20 36 192% 257% 326% 14% 16% 16% 235%
SE 50............................................................. ...15% 13% 20 15% 15% 17 20 36 210% 260^4 344% 14% 16% 16% 253%

FRAME ALIGNMENT (TANDEM AXLE DIMENSIONS)

(R EFER TO FIG U RE 1 0 -D IM E N S IO N S ARE IN IN C H E S )

MODEL A B C D E F G H I J K L M N WRH.EcEpL'

ME 60...................................................... 15% 13V4 20 15% 15% 15% 20 36 107% 137% 192% 14% 16% 16% 149%
ME 6 0 ............................................................ 15% 13^2 20 15% 15% 15% 20 36 137% 168% 222% 14% 16% 16% 167%
ME 60............................................................ 15% 13% 20 15% 15% 15% 20 36 137% 192% 252% 14% 16% 16% 185%

FRAME ALIGNMENT (TILT CABS)

(R E FE R TO FIGURE 1 1 -D IM E N S IO N S ARE IN IN C H E S )

WHEEL­
MODEL A B C D E F G H 1 J K L M N 0 P Q R
BASE

TE 50-60............... 14% 11% 13% 14% 16% 15% 20 15% 17 20 15% 62% 112% 141% 33% 26% 16% 16% 97
TE 50-60............... 14% 11% 13% 14% 16% 15% 20 15% 17 20 15% 57% 124% 157% 33% 26% 16% 16% 109
TE-TS 50 &TE60 . . 14% 11% 13% 14% 16% 15% 20 15% 17 20 15% 98% 148% 177% 33% 26% 16% 16% 133
TE-TS
50& T E 60 . . . 14% 11% 13% 14% 16% 15% 20 15% 17 20 15% 110% 160% 201% 33% 26% 16% 16% 145
TE-TS
50 & TE 6 0 . . . 14% 11% 13% 14% 16% 15% 20 15% 17 20 15% 140% 19034 257% 33% 26% 16% 16% 175

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 2-10
=*■ i
----------1
77— rr 1 = r l- i
V
V 1 \ 1— "l
01 \
0I
\ f 1 ' f
I r
_______ I[\ ) r ® r L I i
1 ............ ’ L i u
DIMENSIONS TO HOLES OR SLOTS ARE MEASURED TO THE CENTER OF HOLE OR SLOT
GAUGE HOLES ARE %" DIAMETER
© IN DICATES THAT THE DIMENSION IS TO THE UNDERSIDE OF THE FRAME TOP SURFACE OR INSIDE
OF THE FRAME OUTER SURFACE.

NOTE: FRAME ILLUSTRATED IS TYPICAL. FRAME DESIGN

VARIES ACCORDING TO TRUCK MODEL

Figure 9 -S in g le A x le Truck Fram e (Typical)

 > )

DIMENSIONS TO HOLES OR SLOTS ARE MEASURED TO THE CENTER OF HOLE OR SLOT

GAUGE HOLES ARE 5/s" DIAMETER
©INDICATES THAT THE DIMENSION IS TO THE UNDERSIDE OF THE FRAME TOP SURFACE OR INSIDE
OF THE FRAME OUTER SURFACE.

NOTE: FRAME ILLUSTRATED IS TYPICAL. FRAME DESIGN

VARIES ACCORDING TO TRUCK MODEL
CHEVROLET
40-60
TRUCK
SERVICE

Sec. 2-11
70
MANUAL

>
Figure 10-Tandem A x le Truck Fram e (Typical) £
m
 Sec. 2-12
XI
>
£
m

Figure 11—Tilt C ab Truck Frame (Typical)

>
 Sec. 2-13

FRAME

FRAME SPECIFICATIONS
ELECTRODE CHARTS
PLUG WELD CHART
E-7014 Thickness of Diameter Depth of
Flat Welding Material (Inches) of Plug Plug
Available Current Arc
Sizes Range Voltage V\................. ............... 3A .................... ......Vi
Vsz" X 12"...................................... 4 5 - 80 21-23 5/l6 ............................... Vs.................... ...... 5/l6
Vs" X 14"...................................... 80-115 21-23 3/8 .................. .................. 1 ........................ .......Vs
5/32" X 14"...................................... 125-165 22-24 V2 .................. .................. P/8 ........................ ....... 7/l6
3/ie" X 14"...................................... 160-200 22-24 5/« .................. ............... 1/4 ........................ ....... V2
V 3 2 " X 18"...................................... 200-250 23-25 3/4 .................. ............... IVs........................ ......9/l6
/4" X 18"...................................... 250-320 23-25 1 .................. ............. 1 V2 ..................... ...... 9/l 6
s/ie" X 18"...................................... 325-400 24-28
Overhead Welding FRAME WIDTHS
¥32" X 12"...................................... 4 5 - 75 20-22 Model Front Width* Rear Width*
Vs" X 14"...................................... 80-110 20-22 Cowl and Conv. Cab___ ................ 30" 34"
b/32" X 14"...................................... 125-150 21-23
3/ie" X 14"...................................... 150-175 21-23 T ilt Cab............................ ................ 533/8" 341/ie"
E-7018 Flat Welding *0utside Dimension of Base Rails
5/64" X 9 "...................................... 3 0 - 60 20-22
3/ 32" X 12"...................................... 5 0 - 80 20-22 ELECTRODE USAGE WITH FRAME MATERIAL
Vs" x 14"...................................... 90-125 22-24 M aterial....................... .. SAE-1023
5/32"X14"...................................... 120-190 22-24 Type of Electrode............................................................................ E-7014
3/ie" X 14"...................................... 175-240 22-24 Alternate Electrode......................................................................... E-7018

S id e R ail M ate rial Identification

(Location— C e n te rlin e of Front A xle)

SAE1023 SA 9 5 0

0 1\ ?
STD. OPT.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 2-14

FRAME

V eh icle load capacity is dependent upon fra m e stre n g th and rig id ity .
To a s s u r e effectiv e r e p a ir s in th e event of dam age, fra m e s e rv ic e
sh o u ld be u n d e rta k e n only by com petent p e rso n n e l usin g p ro p e r
m a te r ia ls and eq uipm ent.

B e fo re s trip p in g th e v eh ic le down p re p a ra to ry to fra m e r e p a ir s ,

be c e r ta in the fra m e is w ell su p p o rte d on a sm ooth lev el flo o r. The
fra m e should be le v e l to f a c ilita te fre q u e n t checking fo r alignm ent a s
s tra ig h te n in g and re p la c e m e n t of se c tio n s p r o g r e s s .

Im p ro p e r w elding o r w elding m ethods a r e

a m a jo r c a u se of s t r e s s c o n c en tra tio n p o in ts,
w hich m ay u ltim a te ly r e s u lt in fra m e fa ilu re .

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 SECTION 3
fynxuit Su&p&ttiA&n
T h is group is divided into fo u r su b -se c tio n s as shown in index below:

S ection Page No.

3A F ro n t End A lignm ent ..................................................... 3A-1
3B F ro n t Axle ........................................................................ 3B-5
3C F ro n t Springs and Shock A b s o r b e r s ....................... 3C-11
3D F ro n t Hubs and B earings .............................................. 3D-16

SECTION 3A
A lufttm etU
F ro n t end alig n m en t should be checked at re g u la r
in te rv a ls , and p a r tic u la r ly a f te r fro n t axle has
been su b je c te d to heavy im p a c ts su ch a s a c o lli­
sio n o r a h a rd cu rb bum p. B e fo re checking alig n ­
m ent, w heel b e a rin g s m u st be p ro p e rly ad ju sted
sin c e loose w heel b e a rin g s w ill affect in s tru m e n t
re a d in g s when checking w heel to e -in , w heel ca m ­
b e r, and axle c a s te r .
When checking alig n m en t, in s tru c tio n s o u t­
lin e d in th is se c tio n should be follow ed c a re fu lly ,
a s w ell a s in s tru c tio n s co v erin g re la te d u n its such
a s b ra k e s , s p rin g s , s te e rin g g e a r, hubs and b e a r ­
in g s, and w h eels and t ir e s , w hich a r e given in
o th e r s e c tio n s of th is m anual. F ro n t End A lignm ent
C h a rt (fig. 1) in d ic a te s p o in ts at w hich alignm ent
d im e n sio n s a r e tak en .
The c a s te r , c a m b e r, and to e -in d im en sio n s
a r e fo r v eh icle at d esig n load (with fra m e lev el).
If fra m e is not le v e l on alig n m en t equipm ent, the
fra m e angle m ust be c o n sid e re d . T h is is e sp e c ia lly
im p o rta n t when m aking c a s te r check fo r the fra m e
angle m u st be added to o r s u b tra c te d fro m the
c a s te r angle to obtain a tru e se ttin g . A ll alignm ent
checking should be done w ith p re c is io n equipm ent
and in s tru m e n ts . R e fe r to “ A lignm ent S p ecifica­
tio n s” at end of th is se ctio n .
DEFINITION OF TERMS
WHEEL TO E-IN
D istance fro n t w heels a r e c lo s e r to g e th e r at
fro n t than at r e a r of axle (see "E " and " F ," f ig . 1).
W HEEL CAMBER
Amount w heels a re inclin ed fro m v e rtic a l
plane (see "C ," fig. 1).
FRONT AXLE CASTER
Inclination of king pin fro m the v e rtic a l in the
fo re and aft d ire c tio n of the veh icle (see "G ," fig. 1).
KING PIN INCLINATION
The sla n t of the king pin tow ard the c e n te r of
the veh icle at the top and outw ard at the bottom
(see ,rD ," fig. 1).

SERVICE DIAGNOSIS CHART

CONDITION POSSIBLE CAUSE CORRECTION
N oisy F ro n t End 1. L oose tie ro d ends. 1. R eplace ends.
2. L ack of p ro p e r lu b ric a tio n . 2. R e fe r to LUBRICATION (SEC. 0).
3. Broken sp rin g le a f. 3. R eplace sp rin g le a f.
4. L oo se U -b o lts o r sp rin g c lip s. 4. Tighten

W heel Bounce 1. U nbalanced w h eels o r t i r e s . 1. R e fe r to "B alancing" (SEC. 10).

2. Unequal t i r e p r e s s u r e . 2. See "Load and Inflation T ab le " (SEC. 10).
3. W eak o r b ro k en fro n t sp rin g . 3. R eplace.
4. E x c e ssiv e w heel o r tir e runout. 4. R efer to WHEELS AND TIRES (SEC. 10).

E x c e ssiv e T ire W ear 1. F a ilu re to ro ta te t i r e s . 1. R e fer to WHEELS AND TIRES (SEC. 10).
2. Im p ro p e r t i r e in flatio n . 2. R efer to "L oad and Inflation Table"(SEC .10)
3. O verloaded o r im p ro p e rly loaded. 3. Avoid ov erlo ad in g v eh ic le .

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 3A-2

FRONT END ALIGNMENT

G Caster Angle
Vertical
King Pin I

FRONT A XLE CASTER

CAM BER A N D K IN G PIN INCLINATIO N TOE-IN KING PIN INCLINATION

B MINUS A ...................................................... C am ber (Inches)
C ................................................... C am b er (D eg rees Positive)
D ............................................. King Pin Inclination (D egrees)
E MINUS F ......................................................... T o e -in (Inches)
G ...................................................... C a s te r (D eg rees Positive)
K MINUS L ................................. King Pin Inclination (Inches)
R e fe r to "S p e c ific a tio n s" fo r c o r r e c t d im en sio n s. T.3073

Figure 1—Front End A lignm ent Chart

FRONT END INSPECTION su sp e n sio n m ust be n e u tra liz e d ; th a t is , all co m ­

Before checking fro n t end alig n m en t, th e fo l­
low ing fro n t end in sp e c tio n should alw ays be m ade:
1. Check t i r e s fo r p ro p e r in flatio n . NOTE:
R im -to -flo o r d im en sio n should be the sa m e at each
w heel.
2. Check w heel in s ta lla tio n and ru n -o u t.
3. Check w heel b e a rin g ad ju stm e n t.
4. Check s te e rin g tie ro d and d ra g lin k ends
fo r lo o s e n e s s .
5. C heck king p in s fo r lo o s e n e s s .
CHECKING AND CORRECTING
FRONT WHEEL TOE-IN
In c o r r e c t to e - in r e s u lts in e x c e ssiv e ti r e
w e a r c a u se d by sid e slip p ag e. T o e -in m ay be
m e a su re d fro m c e n te r of tir e tr e a d s o r fro m
in sid e of t i r e s . M e a su re m e n ts a t both fro n t and
r e a r of axle (se e “ C” and “ F ,” fig. 1 ).
When se ttin g " to e -in " ad ju stm e n t, th e fro n t
ponent p a r ts m ust be in the sam e re la tiv e p o sitio n
when m aking the ad ju stm en t as they w ill be when
in o p e ra tio n . To n e u tra liz e the su sp en sio n , the v e ­
h icle m u st be ro lle d fo rw a rd 12 to 15 fe e t. By r o l l ­
ing the veh icle fo rw a rd , all to le ra n c e s in the fro n t
su sp en sio n a r e taken up and the su sp en sio n is then
in n o rm a l o p e ra tin g p o sitio n . N eu traliz in g the fro n t
su sp e n sio n is e x tre m e ly im p o rta n t, e sp e c ia lly if
th e v eh icle h as been jacked up in o r d e r to s c rib e
th e t i r e s , o th e rw ise the fro n t w h eels w ill not r e ­
tu rn to the n o rm a l o p eratin g p o sitio n due to the
t i r e s gripping the flo o r su rfa c e when the v ehicle
is lo w ered on the jack.
IMPORTANT
"T O E -IN " MEASUREMENTS MUST BE MADE
AT THE HORIZONTAL AXIS O F THE W HEEL.
" T o e -in " is c o rr e c te d by loosening clam p bolt
a t tie ro d ends, then tu rn in g tie ro d w ith pipe
w ren ch u n til w heels have p ro p e r to e -in . On so m e
v e h ic le s w ith pow er s te e rin g , lo o sen th e pow er

CHEVROLET 40-60 TRUCK SERVICE MANUAL


c y lin d e r-to -tie ro d "U" bolt n u ts. W ith both tie ro d
ends in sa m e p lan e, tig h ten clam p b o lts s e c u re ly .
R e fe r to "S p ec ific a tio n s’' fo r c o r r e c t to e -in .
On so m e v e h ic le s w ith p ow er s te e rin g , tighten
p o w er c y lin d e r to tie ro d b ra c k e t "U" bolt nuts.
A d ju st p ow er c y lin d e r a s d ire c te d in "POWER
STEERIN G " (SEC. 9B) of th is m anual.
IM PORTANT: T ie ro d cla m p s m u st be lined
up w ith s lo ts in tie ro d tube o r difficulty in tig h t­
ening clam p s s e c u re ly w ill be ex p e rie n c ed .
TURNING ANGLE
T u rn in g angle, o r to e -o u t on tu rn s is d e te r ­
m ined by th e angle of the s te e rin g a r m s . If when
checking th is an g le, to e -o u t does not fa ll w ithin
sp e c ifie d lim its , it w ill be n e c e s s a ry to re p la c e
d efectiv e s te e rin g a r m .
FRONT WHEEL CAMBER
P o sitiv e c a m b e r is the am ount in in c h es o r
d e g re e s th a t fro n t w h eels a r e title d outw ard at top
fro m v e r tic a l p o sitio n (se e “ C ,” fig. 1). P o sitiv e
c a m b e r o ffse ts w heel d eflectio n , due to w e a r of
fro n t axle p a r ts , and p re v e n ts a r e v e r s e o r n eg a­
tiv e c a m b e r condition. A r e v e r s e o r negative
c a m b e r is an in w a rd in c lin a tio n of w heels at the
top.
C a m b e r v a ria tio n s m ay be c a u se d by w e a r at
w heel b e a rin g s and s te e rin g knuckle b u sh in g s, o r
by a bent s te e r in g knuckle o r axle c e n te r.
S p ecificatio n s a r e lis te d a t end of th is se ctio n .
CHECKING AND CORRECTING CAMBER
B e fo re checking c a m b e r, check w e a r a t king
p in s a s follow s:
Ja c k up fro n t of v eh icle, pu ll b ottom of w heel
o u tw ard and ta k e a c a m b e r reading; then p u ll top
of w heel o utw ard and tak e a c a m b e r rea d in g . If
re a d in g s v ary m o re th an 1 /4 d e g re e , m ake follow ­
ing ad ju stm e n ts:
1. A djust th e w heel b e a rin g s a s d ire c te d in
"FRO N T HUES AND BEARINGS" (SEC. 3D), then
tak e c a m b e r re a d in g s a s shown on " F ro n t End
A lignm ent C h a rt" (fig. 1). If re a d in g s s till v ary
o v e r 1 /4 -d e g re e , re p la c e s te e rin g knuckle bushings
and king p in s a s in s tru c te d in ‘'FR O N T AXLE”
(SEC. 3B).
2. C heck the w heel ru n -o u t a s in s tru c te d in
WHEELS AND TIRES (SEC. 10). If ru n -o u t is ex­
c e s s iv e , s tra ig h te n o r re p la c e w heel.
3. P la c e v eh icle on lev el s u rfa c e , w ith n o rm al
w eight of v eh icle on w h eels, then take fin al c a m b e r
re a d in g . If c a m b e r gauge is not a v a ila b le , re a d in g s
can be tak en a s shown on "F ro n t End A lignm ent
C h a rt" in fig u re 1. P la c e s q u a re a s shown and
m e a s u re d is ta n c e s "A " and "B ." "B " SHOULD
EXCEED "A " by am ount sp e c ifie d . C a m b er d im en ­
Sec. 3A-3
FRONT END ALIGNMENT
sio n s of rig h t w heel should not v ary o v e r 3 /3 2 "
fro m c a m b e r dim en sio n s of le ft w heel. If fin al c a m ­
b e r rea d in g is in c o rre c t, e ith e r s te e rin g knuckle
o r axle c e n te r is bent.
4. To d e te rm in e w hich p a r t is b en t, check
king pin in clin atio n ("D ," fig. 1). C a m b er p lu s king
pin in clin atio n is the "included an g le" of ste e rin g
knuckle. If "included an g le" of knuckle v a rie s m o re
than /^-degree fro m valu^ sp e c ifie d in "S p ecifica­
tio n s ," knuckle is bent and should be re p la c e d .
AXLE CASTER
P o sitiv e c a s te r is the re a r w a rd tilt fro m the
v e rtic a l of the king pin. N egative o r r e v e r s e c a s ­
t e r is the fo rw a rd tilt fro m the v e rtic a l of the king
pin.
In c o rre c t c a s te r m ay r e s u lt fro m sagging
s p rin g s , bent ax le, tw iste d ax le, o r uneven tig h t­
ening of sp rin g U -b o lt n u ts. T ighten a ll U -b o ltn u ts
equally. R e fe r to "FRO N T SPRINGS" (SEC. 3C) fo r
U -b o lt to rq u e sp e c ific a tio n s. G en era lly , if the axle
is tw isted , the c a s te r w ill be unequal fo r rig h t and
le ft sid e .
C onventional cab m odels u se flat s p a c e r s and
the s te e l tilt m odels u se ta p e re d s p a c e r s . A ddi­
tio n al sh im s of v a rio u s d eg ree ta p e r a r e g e n e ra lly
av a ila b le if n e c e s s a ry to adjust c a s te r .
CHECKING AND CORRECTING CASTER
IM PORTANT: C a s te r, c a m b e r, and to e -in d i­
m ensions a r e fo r veh icle c a rry in g its design load
w hereby the fra m e in m ost in sta n ce s would be le v el.
If alignm ent check is to be m ade w ith fra m e NOT
LEV EL the fra m e angle (fig. 2) m ust be d ete rm in e d
and added to o r s u b tra c te d fro m the c a s te r angle
to obtain a tru e c a s te r read in g .
1. P o sitio n veh icle on a sm ooth lev e l s u rfa c e .
2. U sing a bubble p ro tr a c to r , m e a su re the
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 3A - 4

FRONT END ALIGNMENT

fra m e angle (FA). See fig u re 2. F ra m e angle is
the d e g re e of til t in th e fra m e fro m the lev el p o s i­
tio n . N egative fra m e angle is when th e fra m e is
high (above level) in the r e a r . P o s itiv e fra m e angle
is when th e fra m e is low (below level) in th e r e a r .
3. D e te rm in e th e c a s te r angle fo r th e left
w heel usin g the a lig n m en t equipm ent.
4. Add o r s u b tr a c t the fra m e angle (FA)
found in step 2 to the le ft w heel c a s te r read in g
found in ste p 3 to d e te rm in e the " c o r r e c te d
c a s te r ” fo r le ft w heel.
To d e te rm in e " c o r r e c te d c a s te r " w ith v a rio u s
fra m e and c a s te r re a d in g s th e follow ing ru le s
apply:
(a) - N egative fra m e angle m u st be added to
p o sitiv e c a s t e r rea d in g .
(b) - P o sitiv e fra m e angle m ust be s u b tra c te d
fro m p o sitiv e c a s te r read in g .
(c) - N egative fra m e angle m u st be s u b tra c te d
fro m n egative c a s te r read in g .
(d) - P o s itiv e fra m e angle m ust be added to
neg ativ e c a s te r rea d in g .
E xam ple: T -5 0 h a s a le ft w heel c a s te r re a d ­
ing of 1% d eg ree p o siti+ e, but the
fra m e angle is n egative (high in th e
r e a r ) % d eg ree; th e re fo re /2 d e g re e
neg ativ e fra m e angle p lu s 1% d e g re e
p o sitiv e c a s te r giv es 1% d e g re e p o s i­
tiv e a s the " c o r re c te d c a s te r " fo r
th at w heel. R e fe rrin g to "S p ec ifica ­
tio n s ," we find th at 1% d e g re e p o s i­
tiv e c a s te r is w ithin the sp e c ifie d
settin g .
5. R epeat Steps 2 th rough 4 fo r the rig h t w heel.
6. If th e c a s te r is not w ithin sp e c ific a tio n s,
c a s te r can be c o rre c te d by se le c tin g p ro p e r c a s te r
sh im s betw een the axle and sp rin g .
KING PIN INCLINATION
King pin in clin atio n is the am ount th at top of
king pin is inclin ed to w ard c e n te r of v e h icle. King
p in s a r e inclin ed (D, fig. 1), to d e c re a s e fric tio n
betw een ti r e s and ro a d when tu rn in g . P re c is io n in ­
s tru m e n ts m ust be u se d to check king pin in c lin ­
atio n when axle is in s ta lle d in veh icle. When axle
is rem o v ed , check can be m ade on bench a s follow s:
P la c e two un ifo rm b locks on lev el su rfa c e ,
r e s t sp rin g s e a ts on b lo ck s. U sing a sq u a re , m ea ­
s u re "K " and "L " (fig. 1). "K" m inus "L " equals
king pin in clin atio n in in c h es. If axle is bent o r
tw iste d , r e f e r to "FRONT AXLE" (SEC. 3B) in th is
m anual fo r c o rre c tiv e in fo rm atio n . S traig h ten in g
ax le c e n te r to c o r r e c t king pin inclination w ill a lso
change c a m b e r. R echeck c am b e r a f te r c o rre c tin g
king pin in clin atio n .

FRONT END ALIGNMENT SPECIFICATIONS

CASTER TOTAL ♦TURNING KING PIN
TRUCK CAMBER CAMBER TOE IN AXLE ANGLES INCLINATION
MODEL L.H. R.H. MANUAL & (Inch) IN­ OUT­ LEFT RIGHT
POWER SIDE SIDE
C-40 + 1° ± 1/ 2° + 1° ± Vz° + 2Vi° ± V2 ° V z "-W ' F-050 20° m°
173/4° 71/4°
S/C-50 + 1° ± '/a0 + 1° + w* + 2 1/2° ± Vi° W -W F-050-055-070 20° 17%°m° 71/4°
C/M-60 + 1° + + 1° + 1/2° + 21/ 2° ± 1/ 2° 3/32"-3/l6" F-070 20° 17%"m° 71/4°
C/M-60 + m° -o y4° 4-2 1/2° ± V20 w -w F-090-120 20° 17%°53/4° va°

T-50 + 1°30' + 30' + 1°30' ± 30' + 1°15' ± 30' w w F-070 39° 27°45'7° 7°
T-50 + 0°15' ± 30' -0°15' ± 30' + 1°15' ± 30' w w F-090 39° 27°45'
5.45° 6.15°
T-60 + 1°30' ± 30' + 1°30' ± 30' + 1°15' ± 30' F-070 39° 27°45' 7° 7°
T-60 + 0°15' ± 30' —0°15' ± 30' + 1°15' + 30' w w F-090 39° 5.45°
27°45' 6.15°
T-60 + 0°15' ± 30' —0°15' ± 30' + 1°15' ± 30' Vz"~Vi" F-120 39° 5.45°
27°45' 6.15°
^Regardless of maximum turning angles specified, adjustment of stop screws must provide Ms-inch minimum clearance of tire with any
chassis components.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 SECTION 3B
A x le

R e fe re n c e is m ade to ax le m odels in th is s e c ­ 7. C heck up and down m ovem ent of knuckles

tio n . S p ecificatio n s a r e lis te d a t the end of th is
se c tio n fo r each ax le m odel. F o r tru c k s e r ie s
a p p lic a tio n , r e f e r to "M odel D ata" at the fro n t of
th is m anual.
Axle s te e rin g knuckles a r e c o n stru c te d as
shown in fig u re s 1 and 3. W heel b e a rin g s, sp rin g s,
s te e rin g , and b ra k e p a r t s w hich a r e m ounted on
fro n t axle a r e d e s c rib e d in th e ir re s p e c tiv e s e c ­
tio n in th is m anual.
on kingpins. R e fe r to “ S pecificatio n s’' fo r m ax i­
m um a x le -to -k n u c k le c le a ra n c e .
8. C heck stop s c re w s and a d ju st when n e c e s ­
s a ry .
9. When ste e rin g difficulty o r ab n o rm al tir e
w e a r ’S ind icated , check fro n t end alignm ent a s
p re v io u sly in s tru c te d u n d e r "FRONT END ALIGN­
M EN T" (SEC. 3A) of th is m anual.

FRONT AXLE CONSTRUCTION STOP SCREWS

F ro n t ax le c e n te r se c tio n is o n e -p ie c e s te e l Stop s c re w s shown in fig u re 4 fo r F -050 and

fo rg in g w ith I-b e a m se c tio n in w hich dowel pin s F -055 a x le s a r e in sta lle d on ste e rin g a rm s and
a r e in s ta lle d to lo c a te s p rin g s e a ts . O u ter ends of stop a g a in st axle c e n te r. Stop s c re w s fo r F -070,
ax le c e n te r a r e m achined to acco m m o d ate ste e rin g F -090 and F -120 a x le s a r e in sta lle d in the s t e e r ­
k n u ck les and kingpins ing knuckles and stop a g a in st the axle c e n te r ( r e ­
fe r to fig. 5).
FRONT AXLE GENERAL
MAINTENANCE

Follow ing m ain ten an ce o p e ra tio n s should be

p e rfo rm e d at in te rv a ls d e te rm in e d by s e v e rity of
s e rv ic e :

1. In sp ect s p rin g U -b o lts fo r tig h tn e ss. If they

a r e lo o se , tig h ten a s d ire c te d in "FRONT SPRINGS"
(SEC. 3C) la te r in th is group.
2. T ighten s te e rin g a r m and tie ro d end stud
n u ts to to rq u e sp e c ifie d in STEERING SYSTEM
(SEC. 9) of th is m anual.
3. When lu b ric a tin g fro n t ax le p a r ts , o b se rv e
condition of s e a ls a t tie ro d ends. If s e a ls a r e
1 S teering Knuckle
found to be dam aged o r m issin g , new s e a ls should
2 Cap Screw 14 L ubrication F itting
be in sta lle d im m e d ia te ly . R e fe r to STEERING
3 Upper King Pin 15 Lower King Pin
SYSTEM (SEC. 9) of th is m anual.
Bearing Cap Bearing Cap
4. E xam ine s te e rin g knuckle b e a rin g cap s fo r 4 King Pin Bearing Cap 16 Spacer - Steering
tig h tn e s s and evidence of lu b ric a n t leak ag e. T ighten G asket Knuckle Bushing
o r re p la c e p a r ts a s re q u ire d . 5 L ubrication F itting (Some Models)
5. On F -0 5 0 , F -0 5 5 and F -0 7 0 a x les (fig. 2), 6 Shim 17 Cap Screw
in s p e c t and tig h ten kingpin draw key n u ts. L oose 7 Draw Key 18 King Pin Bearing Cap
draw k ey s w ill p e r m it kingpin to tu rn in axle cen ­ 8 Stop Screw Lock Nut Gasket
t e r , th u s en larg in g kingpin hole. If hole b eco m es 9 Stop Screw 19 Lower Bushing
too g re a tly e n la rg e d , re p la c e m e n t of ax le c e n te r 10 T h ru st Bearing 20 O -rin g Seal
m ay be n e c e s s a ry . If d raw key holes becom e en­ 21 U pper Bushing
la rg e d beyond u se of new key, re p la c e ax le c e n te r. 22 King Pin

6. In sp e c t kingpin and ste e rin g knuckle b u sh ­

in g s fo r w e a r. Figure 1— Typical Steering Knuckle Construction

I CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 3B-6
FRONT AXLE
5 0 0 0 # —5 5 0 0 # —7 0 0 0 # AXLES
Figure 2— Steering Knuckle and Thrust Bearing
S te e rin g g e a rs a r e equipped w ith b u ilt-in sto p s
to p re v e n t s te e rin g m e ch an ism fro m bottom ing a t
e x tre m e tu rn s . S c re w s a r e s e t to obtain the m ax­
im um tu rn in g an g le s p ro v id ed in th e s e m o d els. R e ­
f e r to "S p ec ific a tio n s” in "FRONT END ALIGN­
M ENT" (SEC. 3A) fo r tu rn an g les.
1. P itm a n a r m m u st be in sta lle d c o rre c tly on
s te e rin g g e a r. R e fe r to STEERING SYSTEM (SEC.
9) of th is m anual fo r in s ta lla tio n in s tru c tio n s .
2. T u rn in the rig h t stop sc re w so th a t sc re w
w ill not co n tact its sto p when w heels a r e tu rn e d
to e x tre m e rig h t.
3. W ith w h eels tu rn e d to e x tre m e rig h t, hold
rig h t w heel tightly a g a in st rig h t tu rn p o sitio n , then
tu rn out stop sc re w u n til it c o n ta c ts firm ly a g a in st
its stop . T u rn s c re w about 1 tu rn m o re a g a in st its
sto p , and tighten lock nut. C heck p o sitio n of t i r e . If
t i r e has le s s than 5 /8 " c le a ra n c e fro m any c h a s s is
o b stru c tio n , ad ju st sc re w to obtain c le a ra n c e .
4. R epeat ste p s on le ft sid e .
IMPORTANT: When in sta llin g o v e rs iz e t i r e s ,
re c h e c k tu rn in g c le a ra n c e and stop sc re w se ttin g .
9 0 0 0 # -1 2 0 0 0 # AXLES T-8046
FRONT AXLE REPLACEMENT
A ll com ponent p a r ts of the fro n t axle a s s e m ­
bly except axle c e n te r can be re p la c e d w ithout r e ­
m oving asse m b ly fro m v eh icle, if n e c e s s a ry . Any
m in o r stra ig h te n in g w ith su itab le equipm ent can be
a cc o m p lish ed w ith a sse m b ly in v eh icle. When the
fro n t axle r e q u ire s a com plete o v erh au l, the a s ­
sem bly can be re p la c e d a s d e sc rib e d following:
NOTE: The le tte r " F " is sta m p ed on fro n t of
sp rin g pad on F -090 and F -120 S e rie s a x les; th is
in d ic a te s fro n t of axle. If th is id en tifica tio n m ark
is not v isib le , m ake a punch m a rk on fro n t of the
sp rin g pad b efo re rem oving ends fro m I-b e a m . If
I-b e a m is not m ark ed , it could be in s ta lle d b a c k ­
w a rd s, and c a m b e r would be w rong.
REMOVAL
1. Ja c k up and su p p o rt v ehicle fra m e to r e ­
lie v e load fro m sp rin g s.
2. R em ove w heels and hubs. D isconnect b ra k e
lin e s a t ax le. D isconnect d ra g lin k fro m ste e rin g
a rm .
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 3B-7

FRONT AXLE

1 Knuckle Upper Bushing 6 Spacer 10 Knuckle Low er Bushing

2 King Pin Bushing (Steel Sleeve) 7 Spacing W asher 11 T h ru st Bearing
3 U pper D ust Cap 8 King Pin 12 Knuckle
4 King Pin Nut 9 S teerin g Knuckle 13 Low er Expansion Plug
5 Dust Cap G asket 14 Expansion Plug Lock
T-7848

Figure 3— Steering Knuckle Construction (F090 and F I20)

Steering Arm

A —Dimension varies with different size tires. Set stop

screws to provide % " clearance between tires
and chassis at extreme turn positions. t p m -7608

Figure 5 —Stop Screw Adjustm ent

(F070, F090, and F I 20) (Typical)

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 3B-8
FRONT AXLE
3. W hile su p p o rtin g ax le c e n te r w ith su ita b le SPRINGS" (SEC. 3C) la te r in th is group). A ttach
jac k , re m o v e s p rin g U -b o lts. L ow er a sse m b ly and
rem o v e fro m u n d e r v e h ic le .
INSTALLATION
1. P la c e a sse m b ly on dolly and ro ll into p o s i­ nect d ra g link a s d ire c te d in STEERING SYSTEM
tio n u n d e r v eh icle. R a is e ax le up a g a in st sp rin g s,
m aking s u r e s p rin g c e n te r b o lts e n te r alig n m ent
h oles in sp rin g s e a ts . B e s u r e c a s te r angle sh im s
if u sed , a r e in p la c e betw een s p rin g and axle with
th ic k edge facing c o r r e c t d ire c tio n (see "FRONT
FRONT AXLE OVERHAUL
S te e rin g k n u ck les, kingpins, b u sh in g s, and
th r u s t b e a rin g s can be re p la c e d w ithout rem o v ing
fro n t ax le fro m v eh icle. M inor ax le s tra ig h te n in g
can a lso be a c c o m p lish e d w ithout rem o v in g a s ­
sem b ly fro m v eh icle. P r e lim in a r y in sp ectio n can
be m ade w hile axle is s till m ounted. T h ese in sp e c ­
tio n s should aid in d e te rm in in g the am ount of r e ­
p a ir n e c e s s a r y . C heck the fro n t end alig n m e n t a s
d ire c te d p re v io u sly u n d er "FRONT END ALIGN­
M ENT” (SEC. 3A). Inability to c o rre c tly alig n the
w heels in d ic a te s th a t th e axle c e n te r o r s te e rin g
knuckle is d is to rte d , tie ro d bent, o r knuckle b u sh ­
ings a r e w orn beyond lim its . If axle is b e lie v e d to
be bent o r w arp ed it m ay be checked when rem o v ed
fro m v eh icle by follow ing in s tru c tio n s in "FRONT
END ALIGNMENT" (SEC. 3A). P r e c is io n equip­
m ent is n e c e s s a ry to check axle on v eh icle.
STEERING KNUCKLE
(F050, F055, AND F070 AXLE)
DESCRIPTION
The kingpin is held in p la c e w ith a ta p e re d
draw key, in s ta lle d a s shown in fig u re 1. The draw
key is re ta in e d in p la c e by a lo ck w a sh e r and nut.
S te erin g knuckles on the F -070 ax le have s p lit
D e lrin b u sh in g s. S te e rin g knuckles on F -0 5 0 and
F -055 have s p lit b u sh in g s of p o ly carb o n ate con­
s tru c tio n and can be w ashed in m o st conventional
so lv e n ts, except keytone o r c h lo rin a te d so lv e n ts.
U pper and lo w er ends of kn u ck les a r e se a le d
w ith kingpin b e a rin g cap s and g a sk e ts and an O -
rin g s e a l a t th e bottom of u p p er bush in g s, to p r e ­
vent lu b ric a n t leak ag e and to exclude d irt and
m o is tu re . Some m odels a r e equipped w ith s te e rin g
knuckle bushing s p a c e r sh im (fig. 1). The v e rtic a l
th r u s t loads a r e c a r r ie d by th ru s t b e a rin g in s ta lle d
betw een lo w er face of ax le c e n te r and s te e rin g
knuckle lo w er yoke. L u b ric a tio n fittin g s a r e p r o ­
vided at u p p e r and lo w er ends of knuckle.
REMOVAL
1. J a c k up axle and rem o v e hubs and b e a rin g s
axle to s p rin g s , tightening U -b o lts as d e sc rib e d in
"FRO N T SPRINGS" (SEC. 3C).
2. In s ta ll hubs and b e a rin g s a s d e sc rib e d in
"FRON T HUBS AND BEARINGS" (SEC. 3D). C on­
(SEC. 9) of th is m anual. C onnect b ra k e lin e s . If
h y d rau lic b ra k e s a r e u sed , bleed b ra k e s a s d e s ­
c rib e d in "HYDRAULIC BRAKES" (SEC. 5A).
3. C heck stop s c re w s and ad ju st a s p rev io u sly
d e sc rib e d . C heck fro n t end alignm ent and a d ju st.
a s d ire c te d in "FRONT HUBS AND BEARINGS"
(SEC. 3D). R em ove b ra k e backing p la te fro m s t e e r ­
ing knuckle. R em ove tie - r o d a s d ire c te d in ST EER ­
ING SYSTEM (SEC. 9) of th is m anual.
2. R em ove ste e rin g a r m fro m ste e rin g knuckle
3. R em ove kingpin draw key nut and w a sh e r.
T h re a d nut on draw key f a r enough to p ro te c t the
th re a d s . S trik e nut w ith h a m m e r to loosen draw
key. R em ove nut, then d riv e pin out w ith b r a s s
d rift and h a m m e r.
4. R em ove cap s c re w s attach in g u p p e r and
lo w e r kingpin b e a rin g c ap s and g a sk e ts to ste e rin g
knuckle, then rem o v e caps and g a sk e ts.
5. U sing b r a s s d rift and h a m m e r d riv e kin g ­
pin out of axle.
6. R em ove s te e rin g knuckle th r u s t b e a rin g ,
sh im s, and O -rin g .
7. R e fe r to "Inspection and R e p a ir" la te r in
th is se ctio n fo r in sp ectio n and r e p a ir p ro c e d u re .
INSTALLATION
1. B efo re a sse m b ly , thoroughly clean a ll p a rts ;
then coat kingpin w ith lig h t coat ofS .A .E . 10 engine
o il.
2. P o sitio n ste e rin g knuckle on ax le, then in ­
s e r t the th ru s t b e a rin g into p la c e .
NOTE: On m odels shown in fig u re 1 p la c e
s te e l w a sh e r betw een b ro n z e w a s h e rs , w ith lu b r i­
cating grooves facing s te e l w a sh e r. A lw ays p la c e
la r g e r dust sh ield o v er top of w a s h e rs .
3. In sta ll a new O -rin g se a l at bottom of u p p er
bushing.
4. A lign kingpin h o les in ste e rin g knuckle
yoke, axle end, and th r u s t b e a rin g , then p a rtia lly
in s ta ll kingpin through top.
5. W ith axle c e n te r held firm ly , p la c e a jac k
u n d e r s te e rin g knuckle, then r a is e until a ll c le a r ­
an ce betw een knuckle lo w er yoke, th ru s t b e a rin g
and axle c e n te r is taken up. C heck c le a ra n c e b e ­
tw een top of axle c e n te r and knuckle u p p er yoke.
If c le a ra n c e ex ceeds 0.005", p la c e a sh im betw een
ax le c e n te r and knuckle u p p er yoke.
6. In sta ll kingpin, w ith m illed slo t in sid e of
pin re g is te rin g w ith draw key hole in axle c e n te r.
CHEVROLET 40-60 TRUCK SERVICE MANUAL

In s ta ll kingpin fro m top, in s e rtin g th ro u g h s te e rin g
k nuckle yoke, sh im , th r u s t b e a rin g and axle c e n te r
end. P r e s s pin down u n til m illed slo t in pin lin e s
up w ith draw key hole.
7. I n s e r t d raw key into ax le c e n te r, r e g i s t e r ­
ing w ith kingpin, th en in s ta ll lock w a sh e r and nut.
T ig h ten nut firm ly . If nut b o tto m s on knuckle b e ­
f o re kingpin is s e c u re , re p la c e draw key o r u se
a d raw key w ith m o re ta p e r.
8. On m odels u sin g s te e rin g knuckle bushing
s p a c e r , in s ta ll s p a c e r a t lo w e r end of kingpin.
9. In s ta ll new g a s k e ts , then in s ta ll u p p er and
lo w e r kingpin b e a rin g c a p s w ith cap s c re w s . T ig h t­
en cap s c re w s to to rq u e lis te d in "S p ec ifica tio n s."
10. L u b ric a te kingpins thoroughly th ro u g h lu ­
b ric a tio n fittin g s a s d ire c te d in LUBRICATION
(SEC. 0) of th is m anual. T ry actio n of s te e rin g
knuckle fo r binding condition.
11. In s ta ll s te e rin g a r m s to k n u ck les. In sta ll
t ie - r o d a s d ire c te d in STEERING SYSTEM (SEC.
9) of th is m an u al. In s ta ll b ra k e backing p la te a s ­
se m b ly . In s ta ll hubs and b e a rin g s and w heels as
d ire c te d in "FRO N T HUBS AND BEARINGS" (SEC.
3D) of th is m anual.
12. C heck fro n t end alig n m en t and stop sc re w
a d ju stm e n t a s p re v io u sly d ire c te d .
STEERING KNUCKLES
(F090 AND F120 AXLES)
NOTE: Key n u m b e rs in te x t r e f e r to fig u re 3.
The s te e rin g kn u ck les a r e su p p o rted on so lid
k ingpins w hich a r e ta p e re d a t c e n te r sec tio n to
fit snugly in ta p e re d h o les in axle c e n te r o u te r
en d s. A s te e l s le e v e bush in g (2) is lo cated betw een
th e knuckle u p p e r D e lrin bushing (1) and the king­
p in to m ain tain th e sa m e s iz e b e a rin g a t top and
b o tto m . B u shings a r e s p lit D e lrin and a r e of flo a t­
ing ty p e.
B u sh in g s a r e held in p la c e a t u p p er end by the
kingpin nut and s p a c e r (6). V e rtic a l th ru s t is taken
by a r o lle r - ty p e th r u s t b e a rin g (11). T h ru st m ove­
m en t is h eld to a m inim um by the u se of sp acing
w a s h e rs (7) betw een u p p e r knuckle yoke and axle
c e n te r end. U pper end of knuckle p in s a r e s e a le d
w ith dust cap s and g a s k e ts , re ta in e d in p la c e w ith
s c r e w s . L ow er end of knuckle on a x le s a r e s e a le d
w ith an in v e rte d expansion plug (13) held in p la c e
w ith a lock rin g (14).
STEERING KNUCKLE REMOVAL
(R e fe r to F ig . 3)
If d e s ire d , s te e rin g k n u ck les m ay be rem o v ed
fro m fro n t ax le w ithout rem o v in g fro n t axle a s ­
sem b ly fro m th e v e h ic le . To rem o v e s te e rin g knuc­
k le s fro m the ax le e ith e r w ith o r w ithout rem oving
th e fro n t a x le a s s e m b ly fro m the v eh icle, p ro c e e d
a s follow s:
Sec. 3B-9
FRONT AXLE
1. R em ove hubs, b e a rin g s, and b ra k e m ech an ­
is m . D isconnect tie ro d and d rag lin k fro m a r m s .
2. R em ove cap s c re w s w hich a tta c h du st cap
and g a sk et to knuckle.
3. R em ove the lo w er expansion plug lock rin g
(13) and plug (14).
4. R em ove c o tte r pin, kingpin nut, and s te e l
s p a c e r (6). U sing su ita b le b r a s s d rift, d riv e the
kingpin (8) dow nward out of axle and knuckle. R e­
m ove knuckle (9), th ru s t b e a rin g (11), and spacing
w a sh e r (7) fro m the ax le . Sleeve bushing (2) and
bushing (1) can now be rem o v ed fro m knuckle (9).
STEERING KNUCKLE INSTALLATION
(R efer to F ig . 3)
1. R e fe r to "In sp ectio n and R e p a ir" fo r in ­
sp ectio n and r e p a ir p ro c e d u re s .
2. P o sitio n knuckle (9) to ax le c e n te r, then
slid e th r u s t b e a rin g a sse m b ly betw een lo w e r face
of ax le c e n te r and ste e rin g knuckle low er yoke.
MAKE CERTAIN THE RETAINER IS ON TOP O F
BEARING (11) WITH LIP O F RETAINER DOWN.
A lign kingpin h o les in knuckle yoke w ith kingpin
hole in ax le c e n te r.
3. W ith axle c e n te r held rig id ly , p la c e a jack
u n d e r knuckle yoke, then r a is e knuckle su fficien tly
to take up a ll c le a ra n c e betw een lo w er yoke, th ru s t
b e a rin g , and lo w er face of axle c e n te r end.
4. C heck c le a ra n c e betw een top fac e of axle
c e n te r end and face of knuckle yoke. S elect, and
in s ta ll sp a cin g w a sh e r (7) of c o r r e c t siz e to p r o ­
vide th ru s t c le a ra n c e lis te d in "S p ec ifica tio n s" at
end of th is se c tio n . T h ese a r e a v aila b le in d iffe re n t
th ic k n e s s e s .
5. M ake c e rta in kingpin hole in axle c e n te r,
the kingpin, and nut a r e clean and d ry . Kingpin nut
should th re a d on kingpin fre e ly w ithout bind.
6. In s e r t kingpin through the bottom yoke of
knuckle; then d riv e pin into p la c e w ith le a d h a m m e r.
P la c e kingpin sle e v e bushing (2) and bushing (1)
o v e r kingpin, then p r e s s into p la c e . B e s u r e sle e v e
bushing is in s ta lle d flu sh w ith p in . In sta ll s te e l
s p a c e r (6) on top of bushing.
7. M ake s u re th re a d s on kingpin and nut a r e
clean and d ry , then in s ta ll kingpin nut. T ighten nut
to m inim um to rq u e sp ecifie d in "S p ecific atio n s,"
then tig h ten nut u n til next slo t on nut lin e s up w ith
c o tte r pin hole th rough kingpin. In s ta ll new c o tte r
p in , full s iz e of hole.
8. In s ta ll new in v e rte d expansion plug in lo w er
h o le. In s ta ll plug lo ck rin g , se a tin g rin g se c u re ly in
g roove.
9. In s ta ll new kingpin dust cap g ask et (5) a t
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 3B-10

FRONT AXLE

top, then in s ta ll d u st cap (3). T ighten sc re w s firm ly . th e s e conditions a r e evident o r if b e a rin g r e ta in e r s

10. Connect tie ro d and d ra g link to s te e rin g
a r m s . In s ta ll b ra k e m e c h a n ism and hubs. C heck
fro n t end alig n m en t f a c to r s and stop sc re w se ttin g .
11. L u b ric a te k n u ck les w ith g r e a s e a s d e s ­
c rib e d in LUBRICATION (SEC. 0) of th is m anual.
INSPECTION AND REPAIR
W ash s te e rin g knuckle p a r ts (except D e lrin
bushing), in clean in g so lu tio n , being s u r e to rem o v e
a ll d ir t and lu b ric a n t. If n e c e s s a ry , so ak th ru s t
b e a rin g s in c le a n e r u n til a ll old lu b ric a n t is d is ­
solved, then slu s h b e a rin g s in cleaning solu tion
u n til a ll g r it is rem o v ed .
CAUTION: DO NOT wash bushings In
keytone or chlorinated solvent.
Avoid turning bearings in races when
bearing assemblies are dirty, since small
particles of grit will damage bearings.
"Specifications” at end of this group item­
ize the various fits and tolerances which
apply to all front axles covered by this
manual. It is recommended that all parts
which do not meet these specifications be
replaced.
1. S te e rin g K nuckles. A fte r s te e rin g knuckles
have been clean ed th oroughly, exam ine knuckles
fo r d is to rtio n , dam ag e, c ra c k s , o r f r a c tu r e s . If
M ag n a-F lu x in sp ectio n equipm ent is a v a ila b le , u se
th is m ethod to in sp ect s te e rin g knuckles and k in g ­
p in s fo r m inute c ra c k s , c h eck s, o r f r a c tu r e s w hich
o th e rw ise would not be v isib le to th e naked eye.
2. T h ru st B e a rin g s . E xam ine th ru s t b e a rin g s
fo r ex c e ssiv e w e a r, p ittin g , o r o th e r dam age. If
FRONT AXLE SPECIFICATIONS
AXLE M O D E L
a r e bent o r dam aged, b e a rin g s should be rep la ce d .
3. S te erin g K nuckle B ushings. R eplace s t e e r ­
ing knuckle bushings if w e a r is in d icated , o r if r e ­
s u lts given p re v io u sly u n d er " F ro n t W heel C a m b e r"
in "FRONT END ALIGNMENT” (SEC. 3A). in d icate s
re p la c e m e n t is n e c e s s a ry .
a. B ushing R em oval. B ushings a r e s p lit flo a t­
in g -ty p e. To rem o v e, slid e b u shings out of knuckle
b o re .
b. B ushing In sta lla tio n . When in sta llin g b u sh ­
in g s, re m o v e n ick s and b u r r s fro m knuckle bushing
b o re and p o lish w ith m edium g r it a b ra s iv e p a p e r
o r cloth. Apply lu b ric a n t sp ec ified in LUBRICA­
TION (SEC. 0) of th is m anual, to a ll p a r ts and in ­
s ta ll the bushings in the knuckle b o re s .
4. Kingpin In sp ection. C heck d ia m e te r of king­
p in . A lso, check fo r m inute c ra c k s o r o th e r dam ­
ag e. If insp ectio n re v e a ls e x c e ssiv e w e a r, re p la c e
kingpin.
5. Axle C e n te r. T h e re a r e two conditions
w hich, if e ith e r e x is ts , w ill n e c e s s ita te r e p la c e ­
m ent of ax le c e n te r.
a . If kingpin ho les in axle c e n te r ends a r e
w orn to such an extent th a t a new o r o v e rs iz e k ing­
p in fits lo o sely , axle c e n te r m u st be re p la c e d .
b. If axle c e n te r has been tw iste d o r bent
m o re than 5 d e g re e s fro m o rig in a l sh ap e, th e c e n ­
t e r should be re p la c e d . When an e x tre m e ben t con­
dition e x is ts , m inute in v isib le fr a c tu r e s m ay o c c u r
and cau se fa ilu re u n d e r o rd in a ry o p era tin g con­
d itio n s.
c. C heck axle c e n te r fo r tw ist w ith alignm ent
in s tru m e n ts , o r on a bench a s illu s tra te d in " F ro n t
End A lignm ent C h a rt" in "FRONT END ALIGN­
M ENT" (SEC. 3A) (fig. 1). If equipm ent is a v a il­
ab le , u se M agna-F lux M ethod to check ax le c e n te r
fo r m inute f r a c tu r e s .
F050-F055 F070 F090 FI 20

KING PIN LENGTH............................................. 623/64" 7% " 8% " 93/4"

D IAM ETER-TOP................................................. 1.1090" 1.2492" 1.1855" 1.1865" 1.3085" 1.3095"
BOTTOM ........................................ 1.1094" 1.2496" 1.4330" 1.4340" 1.6060" 1.6070"
KING PIN BUSHING
LENGTH.............................................................. — — l 29/32" 23/8"
DIAMETER-OUTER....................................... — — 1.4330" 1.4340" 1.6060" 1.6070"
INNER........................................ _ — 1.1870" 1.1880" *1.2970" 1.3000"
STEERING KNUCKLE BUSHING *Ream after installation.
LENGTH-UPPER............................................. 1% " l 7/s" 1.760" 27/ 32"
LOWER............................................ 1.1094" 1.2496" 2.150" 27/32"
I.D. INSTALLED............................................... 1.1124" 1.2526" 1.4340" 1.4370" 1.607" 1.610"
STEERING KNUCKLE TH R U S T -M a xim u m .. 0.005" 0.005" 0.004" 0.012" 0.015" Max.
SPACING SHIMS AVAILABLE......................... 0.005" 0.005" Use Spacing Washer 0.010" 0.015"
SPACING WASHERS AVAILABLE................... 0.114" 0.116" White 0.093" 0.125"
0.121" 0.123" Yellow
0.128" 0.130" Blue
TORQUE SPECIFICATIONS
KING PIN N U T ............................................... 250 Ft. Lbs. Then 250 Ft. Lbs. Then
Advance to Next Advance to Next
Cotter Pin Hole Cotter Pin Hole
KING PIN BEARING CAP CAP-SCREW . .. 50-70 In.-Lbs. 60-70 In.-Lbs. — —

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 SECTION 3C
tf-nasd. BpsUnXfA*
DESCRIPTION p la ce at sp rin g s.

Suspension and fro n t s p rin g s on a ll m odels a r e
I-b e a m type a s shown in fig u re 1. S p rin g s a r e v a r i-
r a te le a f type and b u shed a t fro n t end only. T h e se
sp rin g s a r e m ounted to rig id h a n g e rs (fig. 2), and
a tta c h e d to fro n t ax le w ith U -b o lts a s shown in
fig u re s 3 and 4. U -b o lts a lso s e c u re sho ck a b ­
s o r b e r b ra c k e ts .
The fro n t sp rin g r e a r h a n g e rs on so m e v e h icles
have a flo atin g cushion. The cushion (fig. 5) is held
in p la c e by th e sp rin g r e a r h a n g e r rebound bolt,
and can be r e v e r s e d to extend w e a r life of sp rin g
e n d -to -c u sh io n m e ta l co n tact a r e a .
S pring eye b u sh in g s a r e ru b b e r-m o u n te d and
re p la c e a b le on a ll m o d els. F ig u re 6 illu s tr a te s
the th re e ty p es of s p rin g bu sh in g s u se d w ith v a rio u s
a x le s . R u b b e r-m o u n te d bu sh in g s w ith so lid eye
b o lts re q u ir e no lu b ric a tio n .
GENERAL SPRING MAINTENANCE
LUBRICATION
Spring le a v e s a r e lu b ric a te d a t tim e of a s ­
se m b ly and r e q u ir e no f u r th e r lu b ric a tio n u n le ss
s p rin g is d is a s se m b le d .
TIGHTENING
IM PORTANT: U -b o lt nuts m u st be re tig h te n ed
to in itia l to rq u e lis te d in "S p ecificatio n s" at end of
th is se c tio n , a f te r 500 m ile s. T h e re a fte r, U -b o lts
sh o u ld be checked a t r e g u la r in te rv a ls . U -b o lts
m u st be kept TIGHT a t a ll tim e s to hold axle in
T he c e n te r bolt s e rv e s only to hold the sp rin g
to g e th e r w hile in shipm ent and during in sta lla tio n ,
and a s a locatin g point when assem b lin g sp rin g to
ax le . A fte r a sse m b ly , it is s tr ic tly the function of
the U -b o lts to hold the sp rin g and axle in alig n ­
m en t, and the im p o rta n c e of keeping th e U -b o lts
tig h t, cannot be o v e re m p h a siz ed .
C heck, and tig h ten if n e c e s s a ry , a ll sp rin g
b ra c k e t bolt n u ts and b ra c k e t pin clam p b o lts. R e ­
bound c lip s should be tightened ju st enough to hold
s p rin g le a v e s in a lig n m en t w ithout r e s tr ic tin g fre e
m ovem ent of le a v e s.
REPAIR OPERATIONS
FRONT SPRING REMOVAL (Fig. 5)
1. R a ise veh icle fra m e to take w eight off the
s p rin g . M ake s u re veh icle is su p p o rted safely .
2. Support axle on flo o r jack.
3. R em ove sp rin g sh a ck le U -bolt n u ts, then
lo w e r axle.
4. At fro n t of veh icle, rem ove sp rin g eye bolt,
nut, and w ash er; w ithdraw eye bolt fro m b ra c k e t
and sp rin g eye.
5. On tilt cab m o dels, rem o v e r e ta in e r bolt,
p in r e ta in e r and rebound pin at r e a r h a n g er. On

REAR
CE, ME40-60 SERIES B l l . RETAINER
PIN d o it
I RETAIN ER BC^
rebound \ ( ^ - cW)
Vi
a t )
T MODELS ONLY

FRONT MOUNTING
ALL MODELS T-7849

Figure 1—Beam Suspension Figure 2— Spring Mounting (Typical)

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 3C-12

FRONT SPRINGS

BUMPER SHOCK ABSORBER

U-BOLT SPACER
U-BOLT

SPRING
ASSEMBLY SHOCK
CASTER SPACER ABSORBER BRACKET
AXLE CENTER U-BOLT NUTS T-4856-1

FRONT

Figure 3 —Front Spring Center M ounting (Tilt M odel)

conventional and cowl m o d els, rem o v e nut, lock

w a sh e r, rebound b o lt and cushion a t r e a r h a n g er.
6. R em ove shock a b s o r b e r b ra c k e t (if used)
(figs 3 and 4), U -b o lt s p a c e r and U -b o lts, sp rin g
c a s te r s p a c e r, tow eye (if used) and dowel p in s
(when u sed ). A lso, fro n t s p rin g r e a r h an g er cushion
(when u sed ). R em ove s p rin g .

NOTE: R e fe r to fig u re s 3 and 4 fo r c o r r e c t

p o sitio n of c a s te r s p a c e r a t tim e of in sta lla tio n .

INSPECTION
1. Thoroughly cle a n sp rin g eye b u sh in g s, b o lts,
and p in s.
2. I n s e r t b o lts o r p in s into bu sh in g s in sp rin g
ey es, and check fo r lo o s e n e s s. If e x c e ssiv e lo o s e ­
n e s s is evident, b o lt p in o r bushing m u st be r e ­
p lac ed .
3. In sp ect s p rin g a sse m b ly fo r b ro k en o r
f r a c tu r e d le a v e s . N u m b er 1 and 2 le a v e s can be
re p la c e d , how ever, if o th e r le a v e s a r e b ro k en , r e ­
p la c e com plete s p rin g a sse m b ly . R ep lace b ro k en
le a v e s a s d ire c te d la t e r in th is se c tio n .
4. In sp ect s p rin g fo r lo o se o r b ro k en rebound
c lip s. Rebound c lip s sh o u ld be tig h t enough to hold
s p rin g le a v e s in alig n m en t, but not tig h t enough to
r e s t r i c t fre e m ovem ent of le a v e s .
5. C heck fo r b ro k en , lo o se, o r sp ru n g s p rin g
c e n te r bolt. R eplace o r tig h ten a s n e c e s s a ry .
BUSHING REPLA CEM EN T
- AXLES (F -050 AND F-055)
R em oval (With Spring on V ehicle)
(R efer to F ig . 7)
1. P la c e v eh icle on h o ist to tak e w eight off
sp rin g and rem o v e s p rin g eye nut and b o lt.
2. R a ise v eh icle f u r th e r u n til s p rin g eye
c le a r s h an g er.
3. Using re m o v e r a d a p te r (J-2 1 9 7 8 -1 ), nut
and sc re w (J-21058) and r e c e iv e r and b rid g e (J -
21830-4, 7) rem o v e bushing fro m s p rin g eye.
Figure 4 —Front Spring Center M ounting (“ C " and “ S” M o d els)
In sta lla tio n (With Spring on V ehicle)
(R e fe r to F ig . 8)
1. U sing in s ta lle r a d a p te r (J-21978-2) and
to o ls ca lled out in Step 3 of rem o v al p ro c e d u re ,
in s ta ll bushing w ith offset of bushing a t top of
sp rin g eye a s shown in fig u re 6.
2. L ow er veh icle to p o sitio n sp rin g eye in
h a n g e r.
3. In sta ll sp rin g eye bolt and nut. T orque nut
to “ S p ecifications” at end of th is se ctio n , and
rem o v e veh icle fro m h o ist.
R ep lacem en t (With Spring Off V ehicle)
If bushing is re p la c e d w ith sp rin g off veh icle,
u se a p r e s s , if a v a ila b le , and a d a p te rs (J-2 1 9 7 8 -1 ,
2) to rem o v e and r e in s ta ll bushing.
BUSHING REPLA CEM EN T
- AXLE (F-070)
R em oval and in sta lla tio n p ro c e d u re s a r e the
sa m e a s o utlined fo r the F -0 5 0 and F -055 axle,
except u se oval a d a p te r (J-21979) fo r rem o v a l and
in sta lla tio n of the sp rin g eye bushing (fig. 6).
T h e re is no r e s tr ic tio n on the in sta lle d p o s i­
tio n of the oval (F -070 axle) bushing a s to the c a se
of th e offset type (F -050, F -055 axle) bushing.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 3C-13

FRONT SPRINGS

FRONT BRACKET REAR BRACKET

RIVE; s f o \ /To "

:NUTS
(35-45 FT.-LBS.
TORQUE)

L = :
FRAME
(35-45 FT.-LBS. RETAINER BOLT
TORQUE) (TORQUE 100-140 FT.-LBS.)
_ , SPRIN G
SPRING
EYEBO LT PIN RETAINER
(TORQUE 150-200 FT.-LBS) TILT CAB
REBOUND PIN
(TORQUE 320-420 FT.-LBS.) " C ” & ” S " M ODELS
FRONT M OUNTING—ALL MODELS REAR M O U N TIN G -A LL TILT CAB MODELS

Figure 5 —Front Spring M ounting

Figure 6 —Spring Eye Bushing

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 3C-14
FRONT SPRINGS
J-21058
Figure 7 —Rem oving Rubber Type Eye Bushing
BUSHING R EPLA C EM EN T
- AXLES (F-090 AND F-120)
R em ove and re p la c e fro n t eye bushing using
bushing r e m o v e r /in s ta lle r (J-21058-3) w ith c o r r e c t
bushing a d a p te r plug. R e fe r to fig u re 6 fo r bushing
d esign .
NOTE: U -b o lts m u st be kept TIGHT a t all
tim e s to hold axle in p la c e a t s p rin g s .
SPRING LE A F REPLA CEM EN T
1. M ark down one sid e of sp rin g s to a s s u r e
o rig in a l p o sitio n of le a v e s , then p la c e s p rin g a s ­
sem b ly in a v ise o r a r b o r p r e s s n e a r c e n te r b o lt.
2. When b olted type is u sed , rem o v e rebound
clip , n u ts, b o lts, and s p a c e r s .
3. F ile off p een ed end of c e n te r bo lt, then r e ­
m ove nut and bo lt.
4. R e le a se v ise o r a r b o r p r e s s slow ly to avoid
p o ssib le in ju ry . S e p a ra te sp rin g le a v e s and clean
thoroughly, u sin g a w ire b ru s h if n e c e s s a ry .
5. R ep lace any b ro k en rebound c lip s by c u t­
tin g old riv e t, and riv e tin g new clip to sp rin g le a f.
6. R ep lace b ro k en le a ft and s ta c k le a v e s in
c o r r e c t o r d e r , applying a thin film of g rap h ite
g re a s e to each le a f. A lign c e n te r bo lt h o les in
sp rin g le a v e s w ith long d rift, then c o m p re s s sp rin g
le a v e s in v ise o r a r b o r p r e s s .
7. In sta ll c e n te r bo lt and nut and tig h ten f ir m ­
ly. P e e n end of b o lt to p re v e n t nut lo o sen ing.
8. R em ove s p rin g fro m v ise o r a r b o r p r e s s .
A lign sp rin g le a v e s by tapping w ith h a m m e r. In ­
s ta ll rebound clip, s p a c e r s , b o lts, and n u ts. T ighten
enough to hold sp rin g le a v e s in a lig n m en t, but not
enough to r e s t r i c t f r e e m ovem ent of le a v e s.
Figure 8 —Installing Rubber Type Eye Bushing
FRONT SPRING INSTALLATION
(R efer to F ig . 5)
1. P la c e r e a r end of sp rin g in r e a r h a n g er. On
tilt cab s in s ta ll re ta in e r b o lt, pin r e ta in e r and r e ­
bound p in. On "C " and "S" m odels, in s ta ll cushion,
rebound b o lt, lock w a sh e r and nut.
2. R a ise fro n t end of sp rin g into fo rw a rd hang­
e r b ra c k e ts ; in s ta ll sp rin g eye bushing, sp rin g eye
b o lt, w a sh e r and nut.
3. In sta ll shock a b s o rb e r b ra c k e t (fig. 3), a t
sp rin g , U -bolt s p a c e r , and shock a b s o rb e r (when
u sed ). In s ta ll U -b o lts and n u ts.
4. W ith dowel p in s (when used) tow eye (when
used) and c a s te r s p a c e r (when used) on axle pad,
r a is e axle to sp rin g , m aking s u re sp rin g c e n te r
bolt o r dowel pin engages hole in axle pad.
NOTE: On tilt cab m o dels, in s ta ll c a s te r
s p a c e r s w ith th ic k edge facing p ro p e r d ire c tio n a s
shown in fig u re 3. On “ C” and “ S” M odels,
c a s te r s p a c e r is the sam e th ic k n e ss at e ith e r end
(fig. 4).
5. T ighten fro n t sp rin g eye bolt nut, U -bolt
n u ts, rebound b o lt n u ts, to to rq u e lis te d in "S peci­
fic a tio n s" a t end of th is se c tio n .
6. L u b ric a te a s in s tru c te d in LUBRICATION
(SEC. 0) of th is m anual.
7. L ow er vehicle to flo o r.
SHOCK ABSORBERS
Shock a b s o rb e rs a r e n o n -a d ju sta b le and non­
r e p a y a b le . M aintenance re q u ire m e n ts involve r e ­
p la c e m e n t of the ru b b e r m ounting g ro m m e ts, and
tightening a ll shock a b s o rb e r pin nuts a t re g u la r
in te r v a ls . If a shock a b s o rb e r b e co m e s in o p e rativ e,
the co m p lete unit m ust be re p la c e d .
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 3C-15

FRONT SPRINGS

SERVICE DIAGNOSIS CHART

CONDITION POSSIBLE CAUSE CORRECTION

Spring N oise 1. L oose U -b o lts. 1. T ighten to reco m m en d ed to rq u e .

2. L oo se o r w orn sh ack le b u shings. 2. R eplace sh a ck le b u sh in g s.
3 . L ack of lu b ric a tio n . 3 . L u b ric a te a s re q u ire d .
4. D efectiv e shock a b s o rb e r. 4. R ep lace shock a b s o rb e r.

S pring Sag o r 1. In o p e ra tiv e shock a b s o r b e r s . 1. R ep lace shock a b s o r b e rs .

B ottom 2. B ro k en sp rin g le af. 2. R ep lace le a f o r sp rin g a s s y .
3 . S ev ere o p e ra tio n o r o v erloading. 3 . C heck load cap acity ra tin g .

S p rin g B re a k a g e 1. L oose U -b o lts. 1. T ighten to reco m m en d ed to rq u e .

2. N o rm al fatig u e. 2. R eplace sp rin g .
3 . O v erlo ad in g . 3 . C heck load cap acity ra tin g .

TORQUE SPECIFICATIONS
C-M-S T
MODELS MODELS
FT. LBS. FT. LBS.
SHOCK ABSORBER UPPER EYE BOLT (N U T ).................................................................... 65-95 40-50
LOWER EYE BOLT (N U T )......... .......................................................... 65-95 40-50
SPRING U-BOLT (N U T )............................................................................................................. 105-130 90-110
SPRING FRONT EYEBOLT (N U T )........................................................................................... 320-420 150-200
SPRING REAR REBOUND BOLT (NUT) (ALL AXLES EXCEPT F090).........................
SPRING REAR REBOUND BOLT (NUT) (F-090).................................................................
SHOCK ABSORBER STUD TO FRAME (N U T ).................................................................... 130-190 50-60

IMPORTANT
U -b o lts m u st be re tig h te n e d to in itia l to rq u e
lis te d in "S p ecificatio n s" a f te r 500 m ile s.

CHEVROLET 40-<50 TRUCK SERVICE MANUAL

 SECTION 3D
tf-nant <MuLi and ReGAitujA
DESCRIPTION
F ro n t hubs a r e m ounted on s te e rin g knuckle
sp indle on opposed ta p e re d r o l le r b e a rin g a s i llu s ­
tr a te d in fig u re s 1, 2, and 3. R e fe r to "S erv ic e
P a r t s Id en tificatio n " d e c a l on d ash c o m p artm en t
do o r to d e te rm in e type of ax le u se d on a sp e c ific
v eh icle. M ounting p a r ts (m ainly b e a rin g s , sp in d le
n u ts, and se a ls) shown in fig u re s 1 ,2 , and 3, a r e
of p rim a r y im p o rta n c e . B ra k e d ru m m ounting b o lts,
s tu d s , and n u ts d iffe r in type and m ethod of in s ta ll­
atio n on v a rio u s s e r i e s v e h ic le s.
S a tisfa c to ry o p e ra tio n and long life of b e a rin g s
depend upon p ro p e r ad ju stm e n t and c o r r e c t lu b r i­
catio n . If b e a rin g s a r e a d ju ste d too tig h t, they w ill
o v e rh e a t and w e a r ra p id ly . L oose a d ju stm e n t w ill
cau se pounding. B e a rin g ad ju stm en t should be
checked a t r e g u la r in sp ec tio n p e rio d s.
F ro n t hubs and b e a rin g s should be cleaned,
in sp e c te d , and lu b ric a te d w henever hubs a r e r e ­
m oved, o r a t in te rv a ls in d ic ated in LUBRICATION
(SEC. 0) of th is m anual.

BEARING MAINTENANCE New hub oil s e a ls should be in s ta lle d when

s e rv ic in g b e a rin g s if th e re is the s lig h te s t in d ic a ­
A ll w heel b e a rin g s a r e a d ju sta b le fo r w e a r. tio n of w e a r o r dam age.

'S
F050 AND F055 AXLES w/DISC WHEELS F050 AND F055 AXLES w/CAST WHEELS

F070 AXLE DEMOUNTABLE F070 AXLE FLANGE MOUNTED F070 AXLE w /CAST WHEELS
w/DISC WHEELS w/DISC WHEELS
1 Hub Cap or C losure Plate 8 Outer Bearing Cone and R oller 15 Oil Shield or D eflector
2 Bearing Adjusting Nut 9 Wheel Bolt Nut 16 Inner Oil Seal
3 Adjusting Nut W asher 10 Brake Drum 17 Wheel (Cast Type)
4 Cap Screw 11 Hub to Brake Drum Bolt 18 Steering Knuckle
5 Gasket 12 Lock Nut 19 Wheel (Budd Type)
6 Wheel Bolt 13 Inner Bearing Cup 20 Hub
7 Outer Bearing Cup T-7846
14 Inner Bearing ?one and R ollers 21 Wheel Clamo__________

Figure 1—Front Hub and Bearing

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 3D-17

FRONT HUBS AND BEARINGS

10 19

F0 9 0 A XLE F120 AXLE

1 Hub Cap 8 W heel Stud 14 Inner B earing Cup
2 B earin g A djusting Nut 9 Nut 15 Inner B earing Cone and R o llers
3 A djusting Nut W ash er 10 B rak e D rum 16 Oil Shield
4 Cap Screw 11 Hub and D rum A ssem bly 17 Inner Oil Seal
5 G asket 12 O uter B earing Cup 18 S teering Knuckle
6 W heel Nut 13 O uter B earing Cone and R o llers 19 Wheel Stud
7 W heel T-8169

Figure 2 —Front Hubs and Bearings (Disc Type W heels)

F120 A X LE F0 9 0 A X LE
1 B e a rin g A d ju stin g Nut 7 O u te r B e a rin g Cup 13 In n er O il Seal
2 A d ju stin g Nut W a s h e r 8 O u te r B e a rin g Cone and R o lle rs 14 S te e rin g Knuckle
3 Hub C lo s u r e P la te 9 Hub 15 L ock Nut
4 C ap S c re w 10 In n e r B e a rin g Cup 16 B ra k e D ru m
5 G a sk e t 11 In n e r B e a rin g Cone and R o lle rs 17 Hub to B ra k e D rum B olt
6 W heel an d D ru m A sse m b ly 12 O il S hield 18 Hub Cap T 8170

Figure 3 —Front Hubs and Bearings (Cast Type W heels)

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 3D-18
FRONT HUBS A N D BEARINGS
BEARING ADJUSTM ENT CHECK
B efo re checking w heel b e a rin g a d ju stm en t,
ja c k up the fro n t axle u n til w h eels c le a r flo o r.
C heck b e a rin g p lay , by g ra sp in g t i r e a t top and
pulling b ack and fo rth , o r by u sin g a p ry b a r u n d e r
t i r e . If b e a rin g s a r e p ro p e rly a d ju ste d , m ovem ent
of b ra k e d ru m in re la tio n to backing p la te w ill be
b a re ly n o ticeab le and w heel w ill tu rn fre e ly . If
m ovem ent is e x c e s s iv e , a d ju st a s follow s:
FRONT W HEEL BEARING ADJUSTMENT
(R efer to F ig s . 1, 2, and 3)
1. W ith th e w heel r a is e d and ax le sa fe ly su p ­
p o rte d , re m o v e hub cap and g a sk e t.
2. R em ove c o tte r pin se c u rin g ad ju stin g nut
to ax le .
3. T ighten a d ju stin g nut to 50 foot-pounds
to rq u e w hile ro ta tin g w heel in both d ire c tio n s .
4. B ack off nut 1 /3 tu rn and in s ta ll new c o tte r
p in . If sp in d le hole does not lin e up, tig h ten nut
u n til alig n m en t is obtain ed . T his a d ju stm e n t should
r e s u lt in b e a rin g end play of 0.001” to 0.007” .
5. Spin hub to m ake s u r e it tu r n s f r e e ly . Lock
c o tte r pin by sp re a d in g th e end and bending it
a ro u n d sp in d le nut. In s ta ll dust cap and w heel and
t i r e . L o w er v eh icle.
FRONT HUB AND BEARING
REPLACEMENT
REMOVAL (F ig s. 1, 2, and 3)
1. J a c k up fro n t w heel and re m o v e ti r e and
r im asse m b ly if c a s t w h eels a r e u se d . R em ove
t i r e and w heel a s s e m b ly if v e n tila te d d isc o r Budd
type w h eels a r e u se d .
2. R em ove hub cap o r hub c lo s u re p la te and
g a sk e t.
3. R em ove c o tte r pin, b e a rin g a d ju stin g nut,
and ad ju stin g nut w a s h e r.
4. P u ll hub and d ru m a sse m b ly s tr a ig h t off
s te e rin g knuckle sp in d le , u sin g c a re to p re v e n t
o u te r b e a rin g fro m dropping on flo o r. R em ove
o u te r b e a rin g cone and r o lle r a sse m b ly fro m hub.
5. P u ll in n e r o il s e a l out of hub, th en rem o v e
in n e r b e a rin g fro m hub.
6. C lean, in s p e c t, and r e p a ir p a r ts a s n e c e s ­
s a r y , a s d ire c te d la t e r in th is se c tio n u n d e r ’’C lean ­
ing, In sp ectio n , and R e p a ir .”
INSTALLATION (F ig s. 1, 2, and 3)
1. L u b ric a te b e a rin g s , sp in d le, and in sid e of
hub a s d ire c te d in LUBRICATION (SE C . 0) of th is
m an u al. C oat lip of s e a l w ith w heel b e a rin g g re a s e
o r equiv alen t b e fo re in sta llin g .
2. P la c e in n e r b e a rin g cone in hub. C oat oil
s e a l b o re in hub w ith a th in la y e r of n o n -h ard en in g
se a lin g com pound, th en p r e s s s e a l in u n til s e a l
c a s e s e a ts a g a in st sh o u ld er in hub o r a g a in st in n e r
b e a rin g cup.
NOTE: Seal m ust be in s ta lle d w ith lip pointing
inw ard.
3. On tru c k s so equipped, m ake s u re the oil
d e fle c to r and oil sh ie ld a r e in p la c e on sp in d le.
4. C arefu lly in sta ll hub a sse m b ly on spindle,
being c a re fu l not to dam age in n e r oil se a l.
5. P la c e o u te r b e a rin g cone and r o lle r a s ­
sem b ly on sp in d le, p re s s in g firm ly into hub w ith
fin g e rs . In sta ll ad ju stin g nut w a sh e r and adju stin g
nut.
6. In sta ll t i r e and r im o r t i r e and w heel a s ­
se m b ly .
7. A djust b e a rin g s and co m p lete th e in s ta ll­
atio n a s p re v io u sly d ire c te d u n d er ’’F ro n t B e a rin g
A d ju stm e n t." A djust b ra k e s a s d ire c te d in BRAKES
(SEC. 5) of th is m anual.
CLEANING, INSPECTION, AND
REPAIR
CLEANING
1. Im m e rs e b e a rin g a s s e m b lie s in su itab le
cleaning so lv e n t. C lean w ith stiff b ru s h if n e c e s ­
s a ry to rem o v e old lu b ric a n t. Blow b e a rin g s dry
w ith c o m p re sse d a ir , d ire c tin g a ir s tr e a m a c ro s s
b e a rin g s . Do not spin b e a rin g s w hile blow ing them
d ry .
2. Thoroughly clean all lu b ric a n t out of in sid e
of hub and w ipe d ry . M ake s u r e a ll p a r tic le s of
g a sk e t a r e re m o v ed fro m o u te r end of hub, and
th a t a ll se alin g com pound is clean ed out of oil se a l
b o re in in n e r end of hub.
3. C lean lu b ric a n t off s te e rin g knuckle sp in d le,
w ash b e a rin g ad ju stin g nut and w a sh e r in cleaning
so lv e n t and w ipe d ry .
INSPECTION
1. In sp e ct b e a rin g s fo r e x c e ssiv e w e a r, chip­
p ed edges, and o th e r dam age. Slowly ro ll r o lle r s
aro u n d cone to d etect any fla t o r rough sp o ts. R e ­
p la c e dam aged p a r ts . If e ith e r th e cone and r o lle r
a sse m b ly o r the cup of th e r o lle r b e a rin g s a r e
dam aged, th e co m p lete b e a rin g asse m b ly m u st be
re p la c e d .
2. E xam ine b e a rin g cups w hich a r e s till in ­
s ta lle d in hub. If cups a r e p itte d o r c ra c k e d , they
m u st be re p la c e d a s d ire c te d la te r u n d er " R e p a ir."
3. E xam ine b ra k e d ru m s fo r sc o rin g o r o th e r
d am age. N on-dem ountable b ra k e d ru m s can be r e ­
fin ish ed w hile m ounted on hubs ( r e fe r to "HY­
DRAULIC BRAKES" (SEC. 5A) of th is m anual
u n d e r "B ra k e D ru m s”), if n e c e s s a ry to re p la c e
dem ountable b ra k e d ru m , r e f e r to " R e p a ir” la te r
in th is se c tio n .
4. E xam ine w heel stu d s o r rim clam p stu d s
fo r dam aged th re a d s and re p la c e , if n e c e s s a ry , a s
d ire c te d la te r u n d e r ’’R e p a ir."
CHEVROLET 40-60 TRUCK SERVICE MANUAL

5. D is c a rd old oil s e a ls and obtain new oil
s e a ls to be u se d at a sse m b ly .
REPA IR
B e a rin g Cup R ep lacem en t
1. B e a rin g cups a r e rem o v ed by u sing a m ild
s te e l ro d th ro u g h o p p o site end of hub and driving
a g a in s t in n e r edge of b e a rin g cup. A lte rn a te ly
d riv e on op p o site sid e s of cup to avoid cocking cup
and dam aging in sid e of hub.
2. To in s ta ll new cups, p o sitio n cup in hub
and d riv e into p la c e , u sin g a su ita b le d riv e r o r by P r e s s b o lts out of hub flange, usin g su itab le p r e s s ,
u sin g a m ild s te e l ro d a g a in st o u te r edge of cup.
If d rift is u se d , a lte rn a te ly d riv e a g a in st opposite a r e a tight fit. If a ll b o lts w ere rem oved, be s u re
s id e s to a s s u r e d riv in g cup in sq u a re ly . Cups m ust th a t hub oil d e fle c to r is in positio n u n d er bolt h eads.
s e a t a g a in st sh o u ld e r in hub.
B ra k e D ru m R ep lacem en t
1. D em ountable T ype. The dem ountable type
d ru m m ay be s e p a ra te d fro m the hub and rem o v ed
fro m th e v eh ic le w ithout d istu rb in g the hub. The
d ru m is held to th e hub by co u n tersu n k , slo tte d
s c r e w s , w hich a r e e a s ily rem o v ed with a s c r e w ­
d r iv e r .
2. N on-D em ountable T y n e. N on-dem ountable
type hub and d ru m a sse m b ly is su ch th a t r e p la c e ­
m ent cannot be a c c o m p lish e d w ith th e hub a s s e m ­
bly in s ta lle d on th e v e h ic le .
a. S e p a ra te th e d ru m s and hub by rem oving
th e d ru m -to -h u b re ta in in g b o lts, hub stu d n u ts, o r
by p r e s s in g out th e w heel s tu d s, a s ap p licab le .
Sec. 3D-19
FRONT HUBS AND BEARINGS
b. P o sitio n b ra k e drum to hub asse m b ly , m ak ­
ing c e rta in th at a ll d ra in holes a r e in alignm ent.
c. Apply a lig h t, even coating of se a lin g com ­
pound to th e hub oil d e fle c to r contact s u rfa c e , and
p o sitio n d e fle c to r to d rum .
d. In s ta ll d ru m -to -h u b re ta in in g b o lts, hub
stu d nu ts, o r p r e s s w heel stu d s into d rum .
W heel B olt R eplacem ent
W heel b o lts a r e s e r r a te d and m ay a lso be
sw aged in p lace; how ever, re p la c e m en t p ro c e d u re
re m a in s the sa m e fo r both types of in sta lla tio n .
then p r e s s new b o lts into p la c e , m aking s u r e b o lts
IMPORTANT: If any one w heel e x p e rie n c es a
sin g le stu d fa ilu re c au se d by a lo o se running w heel,
a ll stu d s should be re p la c e d . A lo o se running w heel
m ay c au se only one stu d to b re a k , but s e v e ra l
m o re stu d s m ay becom e fatigued to the point of
fa ilu re , but not a c tu ally b re ak in g . R eplacing only
the one b ro k en stu d and rem ounting w heel w ill then
s e t the stag e fo r a second and p o ssib ly m o re s e r ­
io u s fa ilu re . If h oles in w heel have becom e elong­
ate d , o r e n la rg e d , re p la c e w heel.
Hub Stud R ep lacem en t
Hub stu d s can be rem o v ed and re p la c e d by
usin g a conventional stu d re m o v e r and r e p la c e r.
M ake s u r e th at stu d s a r e firm ly bottom ed in holes
and th a t th re a d s a r e not dam aged during in sta lla tio n .
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 3D-20

FRONT HUBS A N D BEARINGS

HUB STUD REPLACEMENT

Hub stu d s can be rem o v e d and re p la c e d by
u sin g a conventional stud re m o v e r and r e p la c e r
to o l. M ake s u r e th a t stu d s a r e firm ly bottom ed in
h o les and th a t th re a d s a r e not dam aged during
in s ta lla tio n .

NOTE
W h eel-to -h u b stu d and nut fa s te n e rs a r e im ­
p o rta n t attach in g p a r ts in th a t they could affect
th e p e rfo rm a n c e of v ital com ponents and s y s te m s ,
a n d /o r could r e s u lt in m a io r r e p a ir expense. They
m u st be re p la c e d w ith one of the sa m e p a r t num ­
b e r o r w ith an equivalent p a r t if re p la c e m e n t b e ­
co m es n e c e s s a ry . Do not u se a re p la c e m en t p a r t
of l e s s e r quality o r su b stitu te design. T orque
v a lu e s m u st be u se d a s sp ecifie d during r e a s s e m ­
bly to a s s u r e p r o p e r re te n tio n of p a rt(s ).

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 SECTION 4
tleasi Sadpenddon
T h is se c tio n is divided into s u b -s e c tio n s a s shown in Index below:

S ection P ag e No.
4A R e a r A xle and C o n t r o l s ........................................................ 4A-1
4B R e a r S prin gs ........................................................................... 4B-1
4C R e a r Hubs and B e a rin g s .......................... ..........................4C-1
4D P r o p e lle r Shafts ....................................................................4D-1

SECTION 4A
R.eaSi A'xle and Gosttn&U.
C o n ten ts of th is su b -se c tio n a r e lis te d in Index below:

S ubject P ag e No. Subject P ag e No.

G e n e ra l D e s c r i p t i o n ............................................. 4A-1
R e a r Axle S e rv ic e D iagn o sis .......................... 4A-2
R e a r Axle and U nit R ep lacem en t ...................4A-2
A xle A ssem b ly R e p l a c e m e n t .......................4A-2
D iffe re n tia l C a r r i e r Unit R ep lacem en t . 4A -3
A xle Shaft R e p l a c e m e n t ..................................4A-3
P in io n O il Seal R ep lacem ent .......................4A-3
A xle Vent R e p l a c e m e n t ..................................4A-5
G e n e ra l M aintenance on V e h i c l e ...................4A-5
R e a r Axle L u b ric a tio n ..................................4A-5
B ent H ousing C h e c k ......................................... 4A -5
2-Speed A xle E le c tric Shift S y s t e m ............... 4A -6
G e n e ra l D e sc rip tio n and O p eratio n . . . . 4A -6
E le c tr ic Shift M aintenance a n d D ia g n o sis . 4A-7
E le c tr ic Shift U nit R e p l a c e m e n t ............... 4A-8
E le c tr ic Shift Unit O v erh au l .......................4A -10
2 -S p eed A xle V acuum Shift S y s t e m ............... 4A-14
D e sc rip tio n and O p e r a t i o n .......................... 4A -14
Vacuum Shift S y stem M aintenance . . . . 4A-15
V acuum Shift C o ntrol V a l v e .......................4A -16
Shift C h am b er (C orp. A x l e ) .......................... 4A-17
C heck V a l v e ........................................................ 4A-18
A ir C l e a n e r ........................................................ 4A-18
S p eed o m eter A d ap ter Shift D iaphragm . . 4A-19
2-S peed A xle A ir Shift S y s t e m .......................4A-19
D e sc rip tio n ........................................................ 4A-19
A ir Shift S ystem T rou blesh oo ting . . . . 4A-19
P isto n A ir Shift Unit R e p a i r .......................4A-21
T andem R e a r Axle ............................................. 4A-22
G en e ra l D e sc rip tio n ..................................... 4A-22
M aintenance and A d j u s t m e n t s ................... 4A -23
V ac u u m -O p erated In te r-A x le D iffere n tia l
Lock Shift S y s t e m ......................................4A -24
A ir-O p e ra te d In te r-A x le D iffe re n tial
L ock Shift S y s t e m ......................................4A-25
R e a r A xle T o rq u e S p e c i f i c a t i o n s ...................4A -26

GENERAL DESCRIPTION

R e a r a x le s u s e d on a ll v e h ic le s c o v e re d by d iffe re n tia l sid e g e a r. O u ter end of sh aft is flanged

th is p u b licatio n a r e fu ll flo atin g ty p e, u sin g H otch­ and is a tta c h e d to th e w heel hub by stu d s, ta p e re d
k is s o r le a f s p rin g d riv e . dow els, and nu ts.
R e a r a x le s a r e Hypoid o r s p ir a l b ev el pinion
g e a r ty p e. P in io n is s tra d d le m ounted betw een
r o l le r b e a rin g and two a d ju sta b le ta p e re d r o lle r
b e a rin g s . D iffe re n tia l is su p p o rte d by a d ju stab le
ta p e re d r o l l e r b e a rin g s in d iffe re n tia l c a r r i e r .
H ousing is e ith e r banjo o r bowl ty pe, w ith
s p rin g s e a ts and b r a c k e ts , a lso b ra k e m ounting
b ra c k e ts w elded to housin g . T h is type c o n stru c tio n
p ro v id e s ex act alig n m en t and lo catio n of the axle
a ss e m b ly a t tim e of a sse m b ly and in s ta lla tio n .
A xle sh a fts a r e fu ll-flo a tin g ty p e. In n e r end
of sh a ft is sp lin e d and engages s im ila r sp lin e s in Figure 1—Clearance Betw een A x le Shaft Flange and Stud Nut

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 4A-2
REAR AXLE AND CONTROLS
REAR AXLE SERVICE DIAGNOSIS
PROBABLE
SYMPTOM REMEDY
NOISE ON DRIVE
E x c essiv e P in io n to B evel G e a r B ack lash . A djust
W orn P in io n and B evel G e a r ...................... R eplace
W orn P in io n B e a r in g s ......................................R eplace
L oose P inion B e a r i n g s ..................................... A djust
E x ce ssiv e P in io n End P la y ..............................A djust
W orn D ifferen tial B e a r i n g s .......................... R eplace
L oose D iffe re n tia l B e a r i n g s .......................... A djust
E x c e ssiv e B evel G e a r R u n - O u t...................R eplace
Low L u b ric a n t L e v e l ..................................R ep len ish
W rong o r P o o r G rad e L u b r i c a n t ............... R eplace
B ent Axle H o u sin g ............... S traig h ten o r R eplace
NOISY ON COAST
Axle n o ise s h e a rd on d riv e w ill
u su a lly be h e a rd a lso on coasting;
although not a s loud . . . . A djust o r R eplace
P in io n and bevel g e a r too tig h t (audible
when d e c e le ra tin g and d is a p p e a rs
when d r i v i n g ) .................................................A djust
INTERM ITTEN T NOISE
W arped B evel G e a r ......................................... R eplace
L oose D iffe re n tia l C ase B o l t s ...................T ighten
REAR AXLE AND UNIT REPLACEMENT
AXLE ASSEMBLY REPLACEMENT
REMOVAL
1. Ja c k up r e a r of v eh icle u n til lo a d is re m o v ­
ed fro m sp rin g s, th en p la c e b locks un d er fra m e to
p re v e n t accid en tal dropping of v eh icle.
2. D isconnect h y d rau lic o r a i r b ra k e lin e s,
w h ich ev er is u sed . R e fe r to BRAKES (SEC. 5) of
th is m anual.
3. D isconnect e le c tric w iring o r lin e fro m
sh ift cham ber if v e h icle is equipped w ith a 2 -sp eed
a x le .
4. D isconnect p ro p e lle r sh a fts a s d ire c te d in
’’PR O PE L L E R SHAFTS" (SEC. 4D) of th is m anual.
5. D isconnect to rq u e o r ra d iu s ro d s, if used ,
a s d ire c te d in "REAR SPRINGS" (SEC. 4B) of th is
m anual.
6. D isconnect sp rin g U -bo lts a s d ire c te d in
"REAR SPRINGS" (SEC. 4B) of th is m anual.
7. R oll axle out fro m un der v eh icle, then r e ­
move w h eels, hubs, and b e a rin g s a s d ire c te d in
"REAR HUBS AND BEARINGS" (SEC. 4C).
8. W henever an o th e r axle is to be in sta lle d
in s te a d of the one rem ov ed , it may be n e c e s s a ry to
PROBABLE
SYMPTOM REMEDY
CONSTANT NOISE
F la t Spot on P inion o r B evel G e ar T eeth . R eplace
F la t Spot on B e a r i n g s ..................................... R eplace
W orn P inion S p lin e s ......................................... R eplace
W orn A xle Shaft Dowel H o l e s .......................R eplace
W orn Hub S t u d s ................................................ R eplace
B ent Axle S h a f t .................................................R eplace
NOISY ON TURNS
W orn D iffe ren tial Side G e a rs & P in io n s . R eplace
W orn D iffe ren tial S p i d e r .............................. R eplace
W orn D ifferen tia l T h ru s t W a sh e rs . . . . R eplace
W orn Axle Shaft S p lin e s ..................................R eplace
FAILS TO SHIFT
INTO HIGH OR LOW
D efective E le c tric a l C i r c u i t ...................... C o rre c t
D efective Shift U n i t ......................................... R eplace
Lack of A ir P r e s s u r e ..................................... C o rre c t
Low V a c u u m ........................................................C o rre c t
re m o v e two speed sh ift unit, and b ra k e c h a m b e rs.
R e fe r to re sp e c tiv e su b -se c tio n s fo r in stru c tio n s .
INSTALLATION
1. If b ra k e c h am b ers o r tw o -sp eed sh ift unit
h as been rem o ved , they should be re in s ta lle d a s
d ire c te d in re sp e c tiv e se c tio n s.
2. In sta ll hubs, w heels and ti r e s a s d ire c te d
in "REAR HUBS AND BEARINGS" (SEC. 4C) of
th is m anual. R oll axle into p o sitio n u n d er vehicle.
3. Connect s p rin g s to axle a s d ire c te d in
"REAR SPRINGS" (SEC. 4B) of th is m anual.
4. R econnect the to rq u e ro d s a s d ire c te d in
"REAR SPRINGS" (SEC. 4B) to s e c u re p ro p e r axle
align m ent.
5. R econnect p ro p e lle r sh a fts a s d ire c te d in
"P R O P E L L E R SHAFTS" (SEC. 4D) of th is m anual.
6. R econnect e le c tric w irin g o r lin e a t sh ift
c h am b er if v eh icle is equipped w ith a 2 -s p e e d a x le .
7. R econnect a ir b ra k e lin e s a s d ire c te d in
BRAKES (SEC. 5).
8. C heck lu b ric a n t le v e l and fill w ith type and
g ra d e of lu b ric a n t in the m an n er in s tru c te d in "R e a r
Axle L u b ric a tio n ." Some types of a x les re q u ire
CHEVROLET 40-60 TRUCK SERVICE MANUAL

a d d itio n al lu b ric a n t at pinion cage when fille d in ­
itia lly o r a f te r o v erh au l.
9. R em ove b lo ck s and lo w er veh icle to the
g round. R etig h ten sp rin g U -b o lts a s in s tru c te d in
"REAR SPRINGS" (SEC. 4B of th is m anual.
10. A fte r a ll in s ta lla tio n p ro c e d u re s have been
co m p leted , check a i r o r vacuum lin e s fo r le a k s,
a ls o te s t b ra k e s fo r p ro p e r ap p lic a tio n .
DIFFERENTIAL CARRIER UNIT
REPLACEMENT
In so m e in sta n c e s it m ay be d e s ira b le to r e ­
m ove th e d iffe re n tia l c a r r i e r a sse m b ly fro m the
a x le housing, w hile th e housing re m a in s in sta lle d
u n d e r th e v eh icle.
To a s s i s t in handling th e d iffe re n tia l c a r r i e r
a s se m b ly , a r o ll e r ja c k should be av ailab le; a lso ,
a pan fo r d ra in in g lu b ric a n t.
In sp ect ax le housing fo r lu b ric a n t le a k s b efo re
c lean in g , then s te a m c le a n thoroughly to rem o v e
a ll d ir t o r o th e r fo re ig n m a tte r.
REMOVAL
1. R em ove plug a t bottom of housing to d ra in
lu b ric a n t.
2. R em ove ax le sh a fts a s d ire c te d u n d er h ead ­
ing "A xle Shaft R e p la c e m e n t" in th is se c tio n .
3. On 2 -sp e e d a x le s d isco n n ect lin e s fro m
sh ift c h a m b e r o r w irin g fro m sh ift e le c tric u n it.
4. D isco n n ect p ro p e lle r sh aft fro m yoke a s
d ire c te d in "P R O P E L L E R SHAFTS" (SEC. 4D) of
th is m anual.
5. R em ove cap s c re w s o r stu d n u ts, and lock
w a s h e rs , excep t two n e a r top. L oosen two a t top
and le a v e in s ta lle d to p re v e n t c a r r i e r fallin g .
6. Support c a r r i e r on r o lle r jack , rem o v e top
stu d nuts o r cap s c re w s , th en w ork c a r r i e r fre e
of housing. A s m a ll pinch b a r m ay be u se d to keep
c a r r i e r s tra ig h t in housing b o re , w hile c a r r i e r is
w ith d raw n . End of b a r m u st be rounded to p re v e n t
d am age to c a r r i e r flange.
INSTALLATION
1. In s ta ll new d iffe re n tia l c a r r i e r to housing
g a sk e t o v e r stu d s o r alig n b o lt h o les in g a sk e t w ith
h o les in housing. On a x le s u sin g cap s c re w s , in ­
s ta ll fo u r te m p o ra ry s tu d s w hich w ill sim p lify
lo catin g c a r r i e r and g a sk e t and a s s i s t in draw ing
c a r r i e r into p la c e .
2. R oll c a r r i e r into p la c e u sin g r o lle r jack.
S ta r t c a r r i e r o v e r s tu d s and into housing, using
fla t w a s h e rs u n d e r fo u r equally sp aced stu d n u ts.
3. T ig h ten a ll n u ts evenly and a lte rn a te ly un til
c a r r i e r is in p o sitio n . R ep lace te m p o ra ry flat
w a s h e rs . In s ta ll lo ck w a s h e rs , then tig h ten a ll nuts
to sp e c ifie d to rq u e .
4. C onnect p r o p e lle r sh a ft to r e a r ax le yoke
Sec. 4A-3
REAR AXLE AND CONTROLS
a s d ire c te d in "P R O P E L L E R SHAFTS" (SEC. 4D)
of th is m anual.
5. On 2 -sp e e d a x le s, connect w irin g to e le c tric
sh ift unit o r lin e to sh ift c h a m b er.
6. In sta ll axle sh a fts a s d ire c te d u n d er h ead ­
ing "A xle Shaft R ep lacem en t" in th is se c tio n .
7. F ill to le v el of f ille r plug opening w ith lu ­
b ric a n t recom m ended in LUBRICATION (SEC. 0)
of th is m anual.
AXLE SHAFT REPLACEMENT
REMOVAL
P ro c e d u re fo r rem o v a l of axle sh a fts is the
sa m e w ith axle a sse m b ly rem o v ed o r in s ta lle d in
th e v eh ic le .
1. R em ove nuts fro m stu d s attach in g axle
sh aft flange to w heel hub.
2. S trik e c e n te r of flange w ith a lea d h a m m e r
to lo osen flange and sp lit ta p e re d dow els fro m
stu d s.
3. R em ove sp lit ta p e re d dow els fro m stu d s.
In som e in sta n c e s it m ay be n e c e s s a ry to sp re a d
dow els, w hile being rem o v ed .
4. G rasp ax le sh aft flange and pull outw ard to
rem o v e. R em ove and d is c a rd g a sk e t.
INSTALLATION
1. In s ta ll new g asket o v e r hub stu d s and
a g a in st hub.
2. Dip sp lin e d end of shaft in axle lu b ric a n t,
and in s e r t sh aft through hub.
3. T u rn sh aft a s n e c e s s a ry to index shaft
sp lin e s w ith d iffe re n tia l sid e g e a r sp lin e s.
4. As sh aft is push ed inw ard, ro ta te a s n e c ­
e s s a r y to align flange h o les w ith hub stu d s, then
p r e s s sh aft in w ard un til flange is a g a in st hub.
5. In s ta ll s p lit ta p e re d dowel o v e r each stud.
In s ta ll and tig h ten 5 /8 " nuts to 90-110 foot-pounds
to rq u e o r V2" nu ts to 50-60 foot-pounds to rq u e .
6. O b se rv e th a t c le a ra n c e e x ists betw een nut
and flange (fig. 1). If no c le a ra n c e e x is ts , th is in ­
d ic a te s e x c e ssiv e w e a r at stu d s, dow els, o r flange
h o le s. R ep lace w orn p a r ts if n e c e s s a ry .
PINION OIL SEAL REPLACEMENT
S e v e ra l ty p es of o il se a l in sta lla tio n a r e u se d
on a x le s c o v e red by th is p u b lication. One type has
the se a l a sse m b ly in s ta lle d d ire c tly into d iffe re n ­
tia l c a r r i e r , w hile an o th e r has th e s e a l in sta lle d
in a r e ta in e r w hich is atta ch ed to c a r r i e r .
REMOVAL
1. R em ove p ro p e lle r sh a ft fro m yoke at axle
a s d ire c te d in "P R O P E L L E R SHAFTS" (SEC. 4D)
of th is m anual.
2. Hold p ro p e lle r sh a ft yoke w ith holding b a r
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 4A-4
REAR AXLE AND CONTROLS
[HOLDING BAR
Figure 2 —Propeller Shaft Yoke Holding Bar
(fig. 2) w hile rem o v in g yoke re ta in in g nut and
w a sh e r.
3. U se su ita b le p u lle r in m an n er ty p ically i l ­
lu s tr a te d in fig u re 3 to rem o v e p r o p e lle r sh aft
yoke.
4. On axle w h ere s e a l and r e ta in e r is p r e s s e d
into c a r r i e r , u se a v a ila b le rem oving to o l su ch a s
PULLER
Figure 3 —Propeller Shaft Yoke Puller (TypicalI
Figure 4 —A x le Vent Replacem ent
punch o r p ry b a r . R em ove fla t w a sh e r fro m coun­
te r b o r e in c a r r i e r .
5. On a x le s w h e re se a l and r e ta in e r a sse m b ly
a r e atta c h e d to c a r r i e r by cap s c re w s , rem o v e
s c re w s and w a s h e rs , then lift asse m b ly fro m c a r ­
rie r.
NOTE: Some a x le s a lso have a c o rk s e a l in ­
s ta lle d in a groove in pinion cage, w hich should be
re p la c e d .
INSTALLATION
1. B e fo re in sta llin g new s e a l, be s u r e that
d iffe re n tia l c a r r i e r is clean ed of a ll d e p o sits, such
a s o il, d irt, etc.
2. On a x le s w here s e a l and r e ta in e r is p r e s s ­
ed into c a r r i e r , in s ta ll fla t w a sh e r in c a r r i e r , then
in s ta ll s tr ip s e a le r aro u n d c a r r i e r co u n terb o re
and a g a in st w a sh e r.
3. C oat o u te r s u rfa c e of s e a l r e ta in e r w ith
se a lin g com pound, then p o sitio n a sse m b ly in c a r ­
r i e r . U se su ita b le a v ailab le tool to p r e s s o r d riv e
r e ta in e r into c a r r i e r u n til s e a te d a g a in st fla t
w a sh e r.
4. On a x le s w h ere s e a l and re ta in e r a sse m b ly
is a tta c h e d to c a r r i e r by cap s c re w s , in s ta ll co rk
se a l in groove o r g ask e t on pinion cag e.
NOTE: Be s u r e that g a sk et does not co v e r any
oil p a ssa g e ho les in pinion cage.
5. In s ta ll oil s e a l and r e ta in e r asse m b ly o v e r
pinion and a g a in st pinion cage. S ec u re w ith cap
s c re w s and lo ck w a s h e rs , tig h ten ed se c u re ly .
6. C oat lip of oil se a l w ith axle lu b ric a n t, then
in s ta ll p ro p e lle r sh aft yoke, w a sh e r, and nut. Hold
yoke w ith holding b a r (fig. 2) w hile tightening nut
to reco m m en d ed to rq u e .
CHEVROLET 40-60 TRUCK SERVICE MANUAL

AXLE VENT REPLACEMENT
S e rv ic e re p la c e m e n t ax le housing a s s e m b lie s
a r e not equipped w ith an ax le vent; th e re fo re , a l­
w ays m ake s u r e th a t a new vent a sse m b ly is in ­
s ta lle d w hen re p la c in g th e housing. If axle vent
GENERAL MAINTENANCE ON VEHICLE
A t r e g u la r in te rv a ls , the follow ing lu b rica tio n ,
in sp e c tio n , and m ain ten an ce p ro c e d u re s should be
a c c o m p lish e d and c o rre c tiv e m e a s u re s taken w hen­
e v e r n e c e s s a ry .
REAR AXLE LUBRICATION
CHECKING LEV EL
R em ove f i ll e r plug and if n e c e s s a ry , add su f­
fic ie n t lu b ric a n t to b rin g the le v e l up to f ille r plug
le v e l. In s ta ll and tig h ten plug. On th e fo rw a rd r e a r
a x le w ith to rq u e d iv id e r, be s u r e th a t v eh icle has
sto o d fo r a t le a s t 5 m in u tes b e fo re checking lev el,
then r.heck le v e l AT REAR FIL L E R HOLE.
DRAINING AND FILLING
When ax le is new, o r a f te r o v e rh a u l, it is
re co m m en d ed th a t lu b ric a n t be d ra in e d a f te r the
f i r s t 3,000 m ile s of o p e ra tio n , and th e re a fte r a t
rec o m m e n d e d in te r v a ls . D rain in g at an e a rly m ile ­
age re m o v e s fine p a r tic le s of m etal o r o th e r f o r ­
eign m a te r ia l.
At sp e c ifie d in te rv a ls re m o v e plug a t bottom
of ax le housing, a ls o a t bottom of to rq u e d iv id e r
o r in te r - a x le d iffe re n tia l housing on tan dem bevel
a x le s . D ra in when u n it is hot, p re fe ra b ly im m e d ­
ia te ly a f te r o p e ra tio n . R e in s ta ll d ra in p lu g s.
F ill ax le to lev el of f i l l e r plug opening. On
ta n d e m a x le s w ith to rq u e d iv id e r, add sp ecified
quan tity th ro u g h f ille r plug on sid e of c a se o r add
two p in ts of lu b ric a n t a t top of in te r - a x le d iffe r­
e n tia l housing.
SPEC IA L AXLE LUBRICATION
S p ecial lu b ric a tio n is re q u ire d on a ll a x le s a s
follow s: (1) when ax le h as not been o p e ra te d fo r a
long p e rio d (2) h as been out of n o rm a l p o sitio n o r
(3) a f te r o v erh au l.
A dd one p in t of lu b ric a n t th ro u g h plug opening
in top of pinion cage o r d iffe re n tia l c a r r i e r . R e ­
ch eck lu b ric a n t le v e l a t f ille r plug.
E x am in e housing c o v e r, pinion o il s e a l r e ­
t a in e r s , and ax le sh a ft fla n g e s fo r lu b ric a n t le a k s.
T ig h ten b o lts o r n u ts, o r re p la c e g a sk e ts and s e a ls
a s n e c e s s a r y to c o r r e c t le a k s .
L u b ric a tio n in te r v a ls , a ls o type of lu b ric a n t
and c a p a c itie s fo r a ll a x le s a r e co v ered in LUBRI­
CATION (SEC. 0) of th is m anual.
Sec. 4A-5
REAR AXLE AND CONTROLS
r e q u ir e s re p la c e m e n t, p ry old vent fro m housing
being s u re th at e n tire vent is rem o v ed . P ric k p u n c h
a ro u n d c a r r i e r hole to e n su re fit of re p la c e m e n t
vent. Tap new vent into housing u sin g a h a m m e r.
V ent should be p o sitio n ed in housing so th a t fla t
s u rfa c e is to w ard c e n te r lin e of d iffe re n tia l (fig. 4).
MOUNTING
C heck fo r axle m isalig n m en t. S elect a point
a t one sid e of vehicle and a co rresp o n d in g point a t
o p posite s id e . M e asu re d ista n c e s betw een p o in ts
se le c te d and id en tica l p o in ts a t each end of axle
a sse m b ly . If d ista n c e s a r e not equal, ax le m is ­
alig n m e n t is in d icated and r e a r sp rin g should be
checked fo r c o r r e c t in sta lla tio n .
R e fe r to "REAR SPRINGS" (SEC. 4B) of th is
m anual fo r sp rin g U -bolt tig htening in s tru c tio n s,
a lso fo r to rq u e ro d in sp ec tio n and m ain ten an ce.
AXLE SHAFT FLANGE MOUNTING
A xle sh aft fla n g es a r e re ta in e d to hubs by hub
c ap s o r stu d n u ts and dow els.
1. C heck tig h tn e ss of stu d nuts a t re g u la r in ­
te r v a ls . T ighten l/2" nuts to 50-60 foot-pounds
to rq u e , o r 5 /8 " nuts to 90-110 foot-pounds to rq u e .
2. T he stu d s m u st be s tra ig h t and dow els of
c o r r e c t ta p e r m u st be u sed . T h e re should alw ays
be a slig h t c le a ra n c e betw een nuts and driving
flange when nuts a r e draw n up (fig. 1). No c l e a r ­
ance at th is point in d ic a te s e x c e ssiv e w e a r at the
stu d s, dow els, o r holes in flange. R ep lacem en t of
w orn p a r ts is th e only rem ed y .
3. If stu d nu ts a r e not tig htened to to rq u e
sp ecifie d , play betw een flange and stu d s w ill cau se
bent o r b ro k en stu d s, a lso w orn ta p e re d h o les in
flange of axle sh aft.
BENT HOUSING CHECK
A check fo r bent axle housing can be m ade
w ith unit in v eh icle in follow ing m an n er; how ever,
conventional alig n m en t in stru m e n ts can be u se d if
av ailab le :
1. R a ise r e a r axle w ith a jac k u n til w heels
c le a r flo o r. B lock up axle u n d er each sp rin g s e a t.
2. C heck w heel b e a rin g ad ju stm e n t and ad ju st
if n e c e s s a ry , then check w heels fo r lo o se n e ss and
tighten w heel nuts if n e c e s s a ry . R e fe r to "REAR
HUBS AND BEARINGS" (SEC. 4C) of th is m anual.
3. P la c e a chalk m a rk on o u te r sid e w all of
t i r e s a t bottom . M easu re a c r o s s t i r e s a t chalk
m a rk s w ith a to e -in gauge.
4. T u rn w h eels half-w ay aro u n d so th a t chalk
m a rk s a r e p o sitio n ed at top of w heel. M easu re
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 4A-6
REAR AXLE AND CONTROLS
a c r o s s t ir e s ag ain . If m e a s u re m e n t a t top is 1 /8 "
o r m o re s m a lle r th an p re v io u s m e a su re m e n t noted
a t bottom of w h eels, ax le housing h as sag g ed and
is bent. If m e a su re m e n t a t top ex ceed s bottom
dim ensio n by 1 /8 " , ax le housing is bent at en d s.
5. T u rn chalk m a rk s on both w heels so th at
m a rk s a r e le v e l w ith ax le and to w ard r e a r of ve­
TWO-SPEED AXLE ELECTRIC SHIFT SYSTEM
GENERAL DESCRIPTION AND
OPERATION
T he e le c tr ic sh ift c o n tro l s y s te m c o n s is ts of
a c o n tro l sw itch, s p e e d o m e te r a d a p te r, sh ift u n its,
and in terco n n ectin g w irin g h a r n e s s .
CONTROL SWITCH
The c o n tro l sw itch , m ounted on tra n s m is s io n
sh ift le v e r c o n s is ts of a sh ift button w hich is p o s i­
tio n ed by th e d riv e r to o p e ra te a sh ift u n it a t ax le .
T he d r iv e r s e le c ts th e ax le ra tio by m oving con­
tr o l button (fig. 5) to s e le c t "LOW" and "HIGH"
ax le ra n g e . M ovem ent of c o n tro l button c o m p letes
c irc u it to one fie ld of sh ift u n it m o to r when in
"HIGH" and to o p p o site fie ld when in "LO W ." R e ­
f e r to ap p licab le "W iring D ia g ra m s " book let.
SH IFT UNIT
T he sh ift unit and au to m atic sw itch a sse m b ly
is m ounted on d iffe re n tia l c a r r i e r (fig. 6). T h is
u n it, c o n tro lle d by th e c o n tro l sw itqh, s h ifts th e
a x le into "LOW " o r "HIGH" ra n g e .
When th e c o n tro l sw itch button is in "HI"
ra n g e , w irin g c a r r i e s c u r r e n t to one fie ld of the
u n it m o to r. The a r m a tu r e and d riv e s c re w tu r n in
a clockw ise d ire c tio n and m ove the nut down (fig. 7).
When th e nut h as tra v e le d a su fficien t d ista n c e
to w ind th e to rs io n s p rin g , a co n tact b u m p e r on th e
Figure 5 —Tw o-Speed A x le Shift Control (T ypical)
h ic le . T ake m e a su re m e n t w ith to e -in gauge at
chalk m a rk s , then tu rn both chalk m a rk s to fro n t
and le v e l w ith axle and tak e a n o th e r m e a su re m e n t.
If m e a su re m e n t a t fro n t exceed s r e a r dim ension
by 1 /8 " o r m o re , axle is bent to the r e a r . If the
m e a su re m e n t condition is th e r e v e r s e , th e axle is
bent fo rw a rd .
n u t b re a k s an e le c tric a l connection on the au to ­
m a tic sw itch so th at m o to r is no lo n g er e n e rg iz e d
and th e a rm a tu re sto p s ro ta tin g . To m ake s u re
th a t the nut cannot tra v e l b ack on the sc re w due to
v ib ra tio n , a b a ll sc re w deten t sp rin g , holds the nut
a t th e end of its tra v e l on th e s c re w .
The nut m oves th e sp rin g winding le v e r down
pivoting on winding and actu atin g le v e r sh aft, w inds
th e to rs io n sp rin g fo r high. T hus, an in c re a s e d
lo ad is put on th e sp rin g , and in th is p o sitio n the
ax le is re a d y to snap into high sp e ed ra tio a s soon
a s the lo ad on th e axle g e a rs is re lie v e d .
The to rs io n sp rin g is a sse m b le d in th e unit so
th a t it is u n d er ap p ro x im ately 50 to 90 pounds
p r e s s u r e , depending upon the s iz e of th e ax le . When
th e sp rin g winding le v e r is m oved so th a t the
sp rin g is wound, th e p r e s s u r e of th e sp rin g is r a i s ­
ed to a p p ro x im a tely 90 to 140 pounds, depending
upon s iz e of ax le.
The additional p r e s s u r e is u se d to sh ift the
ax le . W hen the sh ift is com pleted, th e ends of the
s p rin g com e to g e th e r leaving th e o rig in a l ten sio n
on the sp rin g . T hus, p r e - lo a d ten sio n holds th e
a x le in e ith e r se le c te d g e a r.
When th e sh ift button is in "L O " ra n g e , the
m o to r is e n e rg iz e d so th a t th e m o to r a rm a tu r e and
d riv e s c re w ro ta te to d riv e nut in o p posite d ir e c ­
tion fo r sh ift into "LOW" ra n g e , in the sa m e m an­
n e r a s p re v io u sly d e sc rib e d fo r "HIGH" ran g e
o p e ra tio n .
SPEED O M ETER ADAPTER
T he sp e e d o m e te r a d a p te r is m ounted to back
of sp e e d o m e te r and is e le c tr ic a lly connected to
c o n tro l sw itch . W hen the co n tro l sw itch button is
p la c e d into "L O " ran g e p o sitio n , an e le c tro -m a g n e t
s h ifts th e a d a p te r m e ch a n ism to c o m p en sate fo r
th e d ifferen c e in g e a r red u ctio n betw een "HIGH"
and "LOW " ra n g e in the ax le . When sh ift button is
in "H I" ra n g e p o sitio n , c u rre n t is r e le a s e d fro m
e le c tro -m a g n e t, and a sp rin g holds th e a d a p te r
m ec h an ism in "HIGH" ra n g e p o sitio n .
S p ee d o m ete r a d a p te rs u se d on th e s e v e h icles
a r e 12 -v o lt type. V oltage of the u n it is sta m p e d on
th e housing below th e w ire te rm in a l. C a re should
b e u se d to s e le c t unit of sa m e v o ltage a s v eh icle.
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 4A-7

REAR AXLE AND CONTROLS

WIRING SYSTEM
R e fe re n c e should be m ade to optional equip­
m en t w irin g d ia g ra m s in "W iring D ia g ra m s" book­
le t. T he ignition sw itch m u st be on b e fo re e le c tric
sh ift m ech an ism w ill o p e ra te .
A s e p a ra te c irc u it b r e a k e r in th e c irc u it p r o ­
te c ts th e sh ift c irc u it in the event of a s h o rt. R e fe r
to ap p lic a b le "W iring D ia g ra m s" booklet fo r c i r ­
cu it b r e a k e r co nnections.

ELECTRIC SHIFT MAINTENANCE

AND DIAGNOSIS
T he only g e n e ra l m ain ten an ce n e c e s s a ry on
th e sh ift c o n tro l s y ste m is p e rio d ic lu b ric a tio n of
u n it. F ill to lev el of f ille r plug w ith "S7" a s d e s ­
c rib e d in LUBRICATION (SEC. 0) of th is m anual.
T he w irin g c o n n e c to rs should be kept tig h t, and
w ire s to th e v a rio u s u n its should be kept in good T-2359!

condition.
Figure 6 —Two-Speed Electric Shift Unit Installed
DIAGNOSING TROUBLE (Eaton A xle Show n)
If th e e le c tr ic s h ift f a ils to o p e ra te p ro p e rly ,
th e s y s te m should be te s te d and the tro u b le diag ­ 5. C onnect one te s t le a d to load sid e of c irc u it
n o sed a s d e s c rib e d in follow ing p a ra g ra p h s . A te s t b re a k e r and o p p o site le a d to ground. Should light
lig h t c o n sistin g of a 1 2 -volt bulb w ith two w ire s a com e on, and stay on, the c irc u it b r e a k e r is s a t i s ­
few fe e t long w ith s m a ll b a tte ry c lip s on th e ends. fa c to ry . H ow ever, if the light fa ils to com e on the
R e fe r to W iring D ia g ra m and te s t in follow ing c irc u it b r e a k e r is faulty.
seq u en ce: 6. At c h a s s is junction, rem o v e both w ire s ,
1. D isco n n ect two w ire s fro m sh ift u n it at th en te s t c irc u it th ro u g h re d w ire w ith w hite s tr ip e .
r e a r ax le. P la c e engine c o n tro l o r ignition sw itch R econnect both w ire s to te rm in a l.
in "ON" p o sitio n , a ls o p la c e ax le sh ift sw itch a t 7. At c h a s s is junction, rem o v e w ire fro m
s h ift le v e r in "H I" p o sitio n . te rm in a l. P la c e ax le sh ift le v e r sw itch in "LO "
2. C onnect one le a d of te s t light to rib b ed w ire p o sitio n and te s t c irc u it.
and op p o site le a d to ground. One of the follow ing 8. At c h a s s is junction, rem o v e w ire fro m
cond itio n s sh o u ld ex ist: te rm in a l. P la c e axle sh ift le v e r sw itch in "HI"
a . Should lig h t com e on and stay on, the c i r ­ p o sitio n and te s t c irc u it.
cu it is s a tis fa c to ry and any tro u b le w ill pro b ab ly
be found in th e sh ift u n it. R ep eat check fo r "L O " The p re c e d in g te s ts should re a d ily lo c a liz e
p o sitio n a s d ire c te d in Step 3 below . any tro u b le w ithin the s y ste m . When checking the
b. If th e lig h t fa ils to com e on, th is in d ic a te s w irin g h a rn e s s fo r s h o r ts o r open c irc u its , ex am ­
th a t th e c irc u it is open betw een th e co n tro l sw itch ine fo r bro k en in su la tio n .
and th e sh ift u n it and f u r th e r te s ts w ill be re q u ire d .
c. If the lig h t co m es on but c y c le s, th is in d i­
c a te s th a t th e re is a s h o r t betw een th e c o n tro l o r
ign itio n sw itch and sh ift un it, and fu r th e r te s ts w ill
b e re q u ire d .
3. R em ove te s t lig h t le a d fro m rib b e d w ire
and connect to sm o o th w ire , a lso p la c e ax le sh ift
sw itch in "L O ” p o sitio n . O b se rv e co nditions a s
o u tlin ed in s u b -p a ra g ra p h s above.
4. C onnect one le a d of te s t lig h t to co n tro l
sw itch s id e of c ir c u it b r e a k e r and op p osite le a d
to ground. Should lig h t com e on, and sta y on, the POSITION IN HIGH POSITION IN L 0 W t 2 4 4 i
c ir c u it is s a tis fa c to ry . H ow ever, if th e lig h t fa ils
to com e on th e c irc u it betw een the c o n tro l sw itch
and c ir c u it b r e a k e r is e ith e r open o r sh o rte d . Figure 7—Position of Drive Screw in High and Low Range

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 4A-8
REAR AXLE AND CONTROLS
Figure 8 —Electric Shift Unit Seal M arkings
The co n tro l o r ig n itio n sw itch can be b e s t t e s t ­
ed by su b stitu tin g a new u n it.
If the v eh icle s h ifts n o rm a lly , but th e sp e e d ­
o m e te r a d a p te r fa ils to o p e ra te , m ake th e te s t to
d e te rm in e w h eth er th e a d a p te r is g ettin g c u rre n t
in ”LO" ra n g e . If c u r r e n t is p re s e n t, re p la c e the
a d a p te r. When th e tro u b le is tr a c e d to th e sh ift
u n it, it should be re p la c e d .
ELECTRIC SHIFT UNIT
REPLACEMENT
REMOVAL
1. R em ove two sh ift housing to c a r r i e r stu d
nuts and lock w a s h e rs (fig. 6).
2. R em ove sh ift u n it a sse m b ly .
3. Rem ove lo ck n u ts and th e two w ire s fro m
sh ift housing. Note th a t th e long o r b la c k rib b e d
w ire is a tta c h e d to th e b o tto m te rm in a l.
INSTALLATION
1. C heck condition of ru b b e r se a l betw een
sh ift unit and c a r r i e r . Seal m ust be in good con­
dition to p re v e n t lu b ric a n t leaking into sh ift u n it.
NOTE: Seal b e a rs le tte rin g "BOTTOM - FOR­
WARD TANDEM" and "BOTTOM - SINGLE AND
REAR TANDEM ," a s in d ic ate d in in s e r t of fig u re
8. B e s u re se a l is p ro p e rly in sta lle d .
2. In s ta ll w ire s to o u tsid e te r m in a ls . The long
b la c k rib b ed w ire is a tta c h e d to bottom te rm in a l.
H a rn e ss is clipped to cab le clip on housing.
3. W ith s e a l betw een c a r r i e r and sh ift unit in
p la c e , in s ta ll sh ift unit o v e r c a r r i e r stu d s. M ake
c e rta in th at the sw ivel block of th e sh ift fo rk a c ­
tuating le v e r fits into the slo t in c a r r i e r sh ift fo rk .
T ighten stu d nuts firm ly .
4. C heck in sta lla tio n by m aking a "L O " and
"HI" ran g e sh ift. Ignition o r co n tro l sw itch m ust be
tu rn e d on b e fo re check can be m ade.
NOTE: The sh ift unit m o to r is designed to be
re v e rs ib le and ru n s equally w ell in e ith e r d ir e c ­
tio n . If th e te rm in a l w ire s a r e re v e rs e d , th e unit
w ill sh ift to "LOW ” when the c o n tro l sw itch button
is in "H I" p o sitio n , and w ill sh ift to "HIGH” when
th e button is in "L O " p o sitio n .
REMOVAL O F ROCKWELL SHIFT UNIT
It is n e c e s s a ry to p a rtia lly d isa sse m b le the
R ockw ell e le c tric tw o -sp e ed unit to rem o v e it fro m
ax le housing. T h is may be a cc o m p lish ed in the
follow ing m anner:
1. R em ove five s c re w s fro m sh ift unit housing
co v er (25) ( r e fe r to fig. 11), then rem o v e co v er.
T h is a lso d ra in s the lu b ric a n t. A fter co v e r is r e ­
m oved, note th a t d riv e sc re w nut is e ith e r a t top
o r bottom (fig. 7) depending on w h e th er axle is in
"HIGH" o r "LOW ” ran g e p o sitio n .
Figure 10—Position of Drive Nut W hen D isassem bling
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 4A-9

REAR AXLE AND CONTROLS

2. L oosen sh ift u n it-to -d iffe re n tia l c a r r i e r
stu d n u ts (fig. 9) to rem o v e p re lo a d fro m sh ift
u n it sp rin g .
3. T u rn d riv e sc re w by hand to ru n nut to m id ­
w ay p o sitio n on d riv e sc re w , s im ila r to fig u re 10.
T h is is n e c e s s a ry to p re v e n t dam age to d riv e nut
c o n ta c t b u m p e r.
4. P u ll out le v e r sh a ft (fig. 9). D isconnect
to rs io n s p rin g fro m pu sh rod, then rem o v e sp rin g
and sp rin g winding le v e r.
5. R em ove sh ift u n it-to -d iffe re n tia l housing
stu d n u ts, then re m o v e sh ift unit fro m ax le .
6. R em ove w ire cab le clip fro m sh ift u n it
c o v e r. N ote to w hich te rm in a l each w ire is a tta c h ­
ed, then d isconnect the two w ire s fro m sh ift unit
te rm in a ls .

1 Motor Cover to Housing Screw (with W asher)

2 Motor to Cover Nut
3 Motor Cover Cable Clip
4 Motor Cover
5 Motor Cover Gasket
6 E lectric Motor
7 Motor Grom m et
8 Shift Unit Housing
9 Switch T erm inal Nut (outside)
10 Switch T erm inal W asher (outside)
11 Switch T erm inal Bushing
12 Bearing (with Snap Ring)
13 Bearing Lock Nut
14 Bearing Cover Gasket
15 Bearing Cover
16 B earing Cover to Housing Screw (with W asher)
17 Automatic Switch Assembly
18 Switch to Housing Screw (inside)
19 Switch T erm inal Nut (inside)
20 Drive Screw Assembly
21 Winding and Actuating L ever Shaft
22 Spring Winding L ever
23 T orsion Spring
24 Shift Housing Cover Gasket
25 Shift Housing Cover and Detent Spring
26 Lubricant Plug
27 Housing Cover to Housing Screw (with W asher)
28 Housing to C a rrie r Seal

Figure 11—Electric Shift Unit Com ponents (Rockwell)

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 4A - 10

REAR AXLE AND CONTROLS

ELECTRIC SHIFT UNIT OVERHAUL 2. A fte r rem oving c o v er (26), th e d riv e sc re w

The follow ing in fo rm a tio n is p ro v id ed on the
assu m p tio n th a t sh ift un it h as been te s te d and r e ­
m oved a s p re v io u sly in s tru c te d .
DISASSEMBLY (EATON AND CORP.)
Key n u m b e rs in te x t r e f e r to fig u re 12.
1. R em ove s ix s c re w s (28) and lo ck w a sh e rs and is a lso n e c e s s a ry in a sse m b ly .
w hich a tta c h c o v e r (26) to sh ift m o to r housing (8).
D ra in lu b ric a n t fro m housing. R em ove g a sk e t (25).
(20) nut w ill be at e ith e r top o r bottom depending
upon the p o sitio n in w hich th e c o n tro l sw itch w as
la s t le ft.
3. By tu rn in g d riv e s c re w , run nut fro m top
o r bottom to the c e n te r of the sc re w (fig. 11).
IM PORTANT: The p re v io u s step is e ss e n tia l
to p re v e n t dam age to d riv e nut co ntact b u m p er,
4. R em ove shift fo rk actu atin g le v e r (2 2 ),t o r ­
sio n sp rin g (23), and sp rin g winding le v e r (24) a s

1 M otor C over to Housing Screw (with W asher)

2 M otor to C over Nut
3 M otor C over Cable Clip
4 M otor Cover
5 M otor C over G asket
6 E le c tric M otor
7 M otor G rom m et
8 Shift Unit Housing f* - 1
9 Switch T e rm in a l Nut (outside)
10 Switch T e rm in a l W asher (outside)
11 Switch T e rm in a l Bushing
12 B earing (with snap ring)
13 B earin g Lock Nut
14 B earing C over G asket
15 B earin g Cover
16 B earing C over to Housing Screw (With W asher)
17 A utom atic Switch A ssem bly
18 Switch to Housing Screw (inside)
19 Switch T e rm in a l Nut (inside)
20 D rive Screw A ssem bly
21 W inding and A ctuating L ev er Shaft
22 Shift F o rk A ctuating L ev er A ssem bly
23 T o rsio n Spring
24 Spring Winding L ev er A ssem bly
25 Shift Housing Cover G asket
26 Shift Housing Cover and Detent Spring
27 L ub rican t Plug
28 Housing Cover to Housing Screw (with W asher)

<^_5> -15

■16

TP-8598 -1

Figure 12—Electric Shift M otor Unit Com ponents (Eaton and Corporation)

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 4A-11

REAR AXLE AND CONTROLS

an a sse m b ly by pulling sh aft (21) up. Swing the

a ss e m b ly aw ay fro m th e d riv e nut and lift out of
th e housing (fig. 13).
5. R em ove th re e s c re w s and lock w a sh e rs (16)
w hich a tta c h b e a rin g c o v e r (15). R em ove c o v er and
g a sk e t (14).
6. P u sh down on d riv e s c re w a sse m b ly (20)
u n til b e a rin g a ss e m b ly (12) is f r e e of housing.
7. I n s e r t s c re w d r iv e r in d riv e slo t of sc re w
(fig. 14), then rem o v e b e a rin g lock nut (13) and
b e a rin g w ith snap rin g (12). D riv e s c re w a sse m b ly
(20) can then be lifted out of housing.
8. R em ove th e two lo ck n u ts (19) fro m sw itch
te r m in a ls (17). P u ll off m o to r w ire s (fig. 15).
9. R em ove th re e s c re w s and lock w a sh e rs (1)
w hich a tta c h m o to r c o v e r (4) to housing. P u ll out
m o to r (6) w ith c o v e r (4) a tta c h e d to m o to r w ith
two c o v e r n u ts (2). R em ove g ro m m et (7). Figure 13—Rem oving Shaft, Actuating Lever, and Spring
10. R em ove two ja m nuts (9) and fib e r w a sh e rs
(10) fro m o u tsid e of housing. On in sid e rem o v e
sw itch c e n te r s c re w (18). P u ll out au to m atic sw itch
(17).
11. Do not d is a s s e m b le th e sh ift fo rk a c tu a t­
ing le v e r (22), to rs io n sp rin g (23), and sp rin g
w inding le v e r (24) u n le s s n e c e s s a ry to re p la c e one
of th e p a r ts . If n e c e s s a ry to d is a s s e m b le , m ount
a sse m b ly in v ise a s shown in fig u re 16. T u rn sp rin g
w inding le v e r (24) clock w ise and pu ll to s e p a ra te .

DISASSEMBLY (ROCKWELL)
(R e fe r to F ig . 9)
1. R em ove th r e e s c re w s and lock w a sh e rs (16)
w hich a tta c h b e a rin g c o v e r (15) to bottom of sh ift
u n it housing. R em ove c o v e r and g a sk e t (14).
2. P u sh down on d riv e sc re w a sse m b ly (20)
u n til b e a rin g a s s e m b ly (12) is fre e of housing.
3. I n s e r t s c re w d r iv e r in d riv e s lo t of sc re w
(fig. 14), then re m o v e b e a rin g lo ck nut (13) and
b e a rin g w ith snap rin g (12). D riv e s c re w assem b ly
(20) can th en be lifte d out housing. Figure 14—Rem oving Drive Screw Bearing
4. R em ove th e two lock nuts (19) fro m sw itch
te r m in a ls (17). P u ll off m o to r w ire s (fig. 15).
5. R em ove th r e e s c re w s and lo ck w a sh e rs (1)
w hich a tta c h m o to r c o v e r (4) to housing. P u ll out
m o to r (6) w ith c o v e r (4) a tta c h e d to m o to r, w ith
two c o v e r n u ts (2). G ro n m et (7) can then be r e ­
m oved.
6. R em ove two ja m n u ts (9) and fib e r w a sh e rs
(10) fro m o u tsid e of housing. On in sid e rem o v e
sw itc h to housing s c re w s (18). R em ove au to m atic
sw itch .
7. Do not d is a s s e m b le to rs io n s p rin g (23), and
s p rin g w inding le v e r (22) u n le ss n e c e s s a ry to r e ­
p la c e one of the p a r ts . If n e c e s s a ry to d is a sse m b le ,
m ount a s se m b ly in v ise a s shown in fig u re 17.
P la c e a s h o rt p ie c e of ro d in hub of s p rin g winding
le v e r a s a sa fe ty fa c to r to p re v e n t in ju ry should
to rs io n s p rin g slip out of c o n tro l. N ext, p la c e two
len g th s of tubing o v e r ends of sp rin g , p u ll sp rin g Figure 15—Rem oving Mofor W ires

CHEVROLET 40-60 TRUCK SERVICE MANUAL

-I
Sec. 4A-12
REAR AXLE AND CONTROLS
Figure 16—D isassem bling Torsion Spring From Lever
ends a p a rt, then r a is e s p rin g above s p rin g winding
le v e r (fig. 18). To a s s e m b le , r e v e r s e th e p r e c e d ­
ing p ro c e d u re .
CLEANING AND INSPECTION
C lean a ll p a r ts ex cept m o to r in clean in g s o l­
ven t. In sp e c t a s follow s:
A utom atic Switch
The sw itch a sse m b ly is s e rv ic e d only a s an
a sse m b ly . The sw itch should have cle a n f r e e m ov­
ing po in ts w hich c lo se firm ly u n d e r s p rin g te n sio n .
D riv e Screw
The d riv e s c re w a s s e m b ly is s e rv ic e d only
a s an a sse m b ly . W hile holding th e nut, ro ta te the
s c re w fro m one end to th e o th e r. It should ro ta te
fre e ly . When the nut g ets to e ith e r end of th e sc re w ,
Figure 17—Rem oving Torsion Spring (Rockw ell)
th e sc re w should continue to tu rn , but the nut should
not jam o r ru n off the ends.
E le c tric M otor
The m otor (s e rv ic e d only a s an assem b ly ) is
r e v e r s ib le . W ith the m o to r housing connected to
one b a tte ry te rm in a l, and e ith e r one of th e two
m o to r w ire s connected to the o th e r b a tte ry te r m ­
in al the m otor w ill ru n in one d ire c tio n . W ith the
o th e r m o to r w ire connected to the b a tte ry , m o to r
w ill ru n in the o p posite d ire c tio n .
The m o to r h as a s ta ll to rq u e of a p p ro x im a tely
6 in ch -pounds. C lam p a s m a ll c re s c e n t w ren ch on
the re c ta n g u la r d riv e on the a rm a tu re sh aft. P la c e
m o to r in v ise , and g ra sp w ren ch handle w ith one
hand. C onnect one m o to r w ire to a b a tte ry te rm in a l
and connect m otor housing to the o th e r b a tte ry
te rm in a l. The w rench should tend to tu rn w ith a
to rq u e of about 6 in ch -pounds. Allow w ren ch to
tu rn VERY SLOWLY, rak in g s u re th at th is p u ll o r
to rq u e is p r e s e n t the FULL 360 d e g re e s tu rn of
the w ren ch . If one a rm a tu re is b u rn e d out, the
to rq u e w ill d isa p p e a r fo r a sm a ll p a r t of the 360
d e g re e s . Do not o v e rh e a t the m o to r w hile m aking
te s t. M otor m u st be re p la c e d a s an a sse m b ly , and
is lu b ric a te d fo r life of m o to r. The m o to r u se d is
1 2 -volt type w hich is the sa m e a s tru c k e le c tric a l
s y s te m . When in sta llin g a new m o to r u se c a re to
s e le c t m o to r of p r o p e r voltage. V oltage is stam p ed
on m o to r housing and on sid e c o v er of sh ift unit.
M iscellan eo u s P a r ts
G a sk e ts should be re p la c e d at a sse m b ly .
In sp e ct b e a rin g . If b a lls a r e rough o r chipped,
re p la c e w ith new b e a rin g and snap rin g a sse m b ly .
P a c k b e a rin g a sse m b ly w ith clean g re a s e (C h assis
G re a se ) - Sym bol MC M in LUBRICATION (SEC. 0)
of th is m anual.
In sp e c t to rs io n sp rin g (23, fig s. 9 and 12) fo r
b re a k s o r w e a r a t le v e r contact p o in ts. M ake c e r ­
ta in th a t c o r r e c t re p la c e m e n t sp rin g is u sed .
ASSEMBLY (EATON AND CORP.)
Key n u m b ers in tex t r e f e r to fig u re 12.
1. In sta ll au to m atic sw itch a sse m b ly (17) into
housing. U se fla t head s c re w (18) to a tta c h sw itch
to housing. On o u tsid e of housing, in s ta ll two b u sh ­
ings (11), fib e r w a sh e rs (10), and jam nuts (9) o v e r
sw itch te rm in a l s c re w s . T ighten nuts firm ly .
2. In sta ll m o to r asse m b ly g ro m m et (7), then
in s ta ll g a sk e t (5) on housing. In s ta ll m o to r (6) and
co v er (4) into housing. In sta ll th re e s c re w s and
lo ck w a sh e rs (1) and two stop nuts (2). In s ta ll
m o to r co v er cable clip (3) u n d e r o u te r s c re w .
T ighten s c re w s and nuts firm ly .
3. A ttach m o to r w ire s to sw itch te r m in a ls .
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 4A-13

REAR AXLE AND CONTROLS

T he re d o r lo n g e r w ire a tta c h e s to b ottom te r m ­

in a l. T ighten in sid e te rm in a l n u ts (19) firm ly .
4. W ith a s c r e w d r iv e r in s e r te d into slo t of
d riv e sc re w (20), in s ta ll b e a rin g (12) on end of
s c re w w ith sh ie ld e d sid e of b e a rin g to w ard in sid e .
R e ta in b e a rin g w ith b e a rin g lock nut (13).
5. Run nut to c e n te r of s c re w , then in s e r t
s lo tte d end of s c re w into housing, m eshing slo tte d
end w ith a r m a tu r e sh a ft.
NOTE: F ib e r b u m p e r c o n ta c ts on d riv e nut
m u st be to w ard sw itch .
6. In sta ll g a sk e t (14) and c o v e r (15) w ith th re e
s c r e w s and lock w a s h e rs (16). T ighten sc re w s
firm ly .
7. If the a sse m b ly co n sistin g of sh ift fo rk a c ­
tu atin g le v e r (22), to rs io n sp rin g (23), and sp rin g
w inding le v e r (24) h as been s e p a ra te d , r e a s s e m b le .
W ith sh ift fo rk a c tu a tin g le v e r (22) in v ise , a s s e m ­ Figure 18—Rem oving Torsion Spring (Rockwell)
b le p a r ts a s shown in fig u re 19. T u rn th e sp rin g
w inding le v e r (24) w ith one end of sp rin g , in clo ck ­ s c re w w ith sh ie ld ed sid e of b e a rin g to w ard in sid e .
w ise d ire c tio n u n til end of s p rin g is p a st sh ift fo rk R etain b e a rin g w ith b e a rin g lock nut (13).
a c tu a tin g le v e r; th en p u sh in on a sse m b ly u n til 5. Run nut to c e n te r of s c re w , then in s e r t
p o sitio n e d a s shown in fig u re 16. slo tte d end of sc re w into housing, m eshing slo tte d
8. Dip above a s s e m b ly in lu b ric a n t. W ith d riv e end w ith a r m a tu re sh a ft.
nut on d riv e s c re w a sse m b ly in c e n te r of sc re w ,
NOTE: F ib e r bu m p er contact on d riv e nut
and f ib e r co n tact b u m p e r down to w ard sw itch,
m u st be to w ard sw itch.
p o sitio n th e s lo ts of winding le v e r o v er th e d riv e
nut. In s ta ll th e sh a ft (21) th ro u g h c e n te r of th e a s ­ 6. In s ta ll g ask et (14) and co v er (15) w ith th re e
sem b ly into d e p re ss io n in housing. s c re w s and lo ck w a s h e rs (16). Tighten s c re w s
9. In s ta ll new g a sk e t (25) on housing. In sta ll firm ly .
c o v e r (26) w ith sp rin g deten t a g a in st d riv e nut.
R e ta in c o v e r w ith s c re w s and lock w a s h e rs (28). NOTE: R em ain d er of a sse m b ly of sh ift unit
10. R em ove o il plug (27). W ith u n it standing u se d on R ockw ell a x le s m ust be com pleted when
w ith m o to r up, lu b ric a te in a c c o rd a n ce w ith in ­ u n it is in s ta lle d on housing a s d e sc rib e d p re v io u s ­
s tru c tio n s given in LUBRICATION (SEC. 0). R e­ ly in th e se ctio n u n d e r "T w o-Speed Shift Unit R e ­
in s ta ll plug and tig h ten firm ly . p la c e m e n t."

ASSEMBLY (ROCKWELL)
Key n u m b e rs in tex t r e f e r to fig u re 11.
1. In s ta ll au to m atic sw itch a sse m b ly (17) into
housing. U se fla t head s c re w (18) to a tta c h sw itch
to housing. On o u tsid e of housing, in s ta ll two b u sh ­
in g s (11), fib e r w a s h e rs (10), and jam n uts (9) o v er
sw itch te rm in a l s c r e w s . T ighten n u ts firm ly .
2. In s ta ll m o to r a s s e m b ly g ro m m et (7), then
in s ta ll g a sk e t (5) on housing. In sta ll m o to r (6) and
c o v e r (4) into h ousing. In s ta ll th re e s c re w s and
lo c k w a s h e rs (1) and two stop n u ts (2). In s ta ll m o to r
c o v e r cab le clip (3) u n d e r o u te r sc re w . T ighten
s c r e w s and n u ts firm ly .
3. A ttach m o to r w ire s to sw itch te rm in a ls .
T he re d o r lo n g e r w ire a tta c h e s to bottom t e r m ­
in a l. T ighten in sid e te rm in a l nuts (19) firm ly .
4. W ith a s c r e w d r iv e r in s e rte d into slo t of
d riv e s c re w (20), in s ta ll b e a rin g (12) on end of Figure 19—A ssem bling Torsion Spring and Levers (Eaton)

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 4A-14
REAR AXLE AND CONTROLS
TWO-SPEED AXLE VACUUM SHIFT SYSTEM
DESCRIPTION AND OPERATION
V acuum o p e ra te d p o w er sh ift sy s te m is u se d
on so m e v eh icle equipped w ith 2 -sp e e d r e a r ax le .
A ty p ica l s y s te m a rra n g e m e n t is shown in fig u re 20.
Vacuum p ow er sh ift s y s te m u tiliz e s engine
in ta k e m anifold vacuum and a tm o sp h e ric p r e s s u r e
fo r its o p e ra tio n . U nits u s e d in vacuum p ow er sh ift
s y ste m a re : C o n tro l B utton, lo c a te d on g e a rs h ift
le v e r; C o n tro l V alve, m ounted on fra m e sid e r a il
a t le ft-h a n d sid e; V acuum C heck V alve, in sta lle d
in vacuum lin e a t d ash junction; S p eed o m eter A dap­
t e r and A d ap ter Shift D iap h rag m , m ounted a t sp e e d ­
o m e te r head u n d er in s tru m e n t panel; R e a r A xle
P o w e r Shift C h am b er, m ounted on d iffe re n tia l c a r ­
r i e r ; and in terco n n ectin g vacuum lin e s and fittin g s.
LOW SPEED
W ith sh ift co n tro l button in "L O " p o sitio n ,
c o n tro l v alve opens one sid e of sh ift c h a m b e r a t
r e a r ax le to vacuum and o pposite sid e to a tm o s ­
p h e re . In "L O ” sp eed p o sitio n , vacuum is su p p lied
to sp e e d o m e te r a d a p te r cau sin g ro d to move in w ard
sh ifting s p e e d o m e te r into low ra tio .
HIGH SPEED
W ith sh ift c o n tro l b utton on g e a rs h ift le v e r
up, in "H IM p o sitio n , r e a r axle p ow er sh ift c h a m ­
Figure 2 0 —Arrangem ent of Tw o-Speed A xle Vacuum Control Units (Typical)
b e r is su b je cted to vacuum through the co n tro l
valve. W ith vacuum p re s e n t on one sid e of the
sh ift ch am b e r d iaphragm , th e a tm o sp h e ric p r e s ­
s u re on the opposite sid e of th e diap h rag m fo rc e s
the d iap h rag m to move to w ard th e vacuum sid e .
M ovem ent of the diap h rag m is tra n s m itte d to the
r e a r axle sliding clutch sh ift fo rk th rough th e sh ift
ro d , and the axle g e a rs a r e sh ifte d into high sp eed .
At th e sa m e tim e , vacuum is rem o v ed fro m the
sp e e d o m e te r a d a p te r causing th e s p rin g to move
th e diap h rag m and ro d , sh iftin g sp e e d o m e te r into
high sp eed .
SHIFTING
When shiftin g fro m "LO " to "HI" th e o p e ra to r
p u lls on c o n tro l button, w hich is a ttac h e d to valve
th ro u g h a cab le. T h is r a is e s th e cab le tru n n io n and
o p e ra tin g le v e r up a s shown in fig u re 21. The te n ­
sio n sp rin g s a r e th e re fo re m oved "o v e r c e n te r"
causing poppet le v e r to ro ta te , liftin g one poppet
v alve and lo w ering the opposite valve.
When shifting fro m "HI" to "L O ” th e o p e ra to r
p r e s s e s on co n tro l button. T his m oves th e cable
tru n n io n and o p eratin g le v e r downward a s shown
in fig u re 21. T he te n sio n s p rin g s a r e th e re fo re
m oved ”o v e r c e n te r” causing poppet le v e r to r o ­
ta te , lifting one poppet valve and low ering the
o p p o site valve.
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 4A-15

REAR AXLE AND CONTROLS

11 10 7 6
HIGH AXLE POSITION LOW AXLE POSITION
1 C ontrol Cable 6 A tm osphere Closed 10 A tm osphere Open
2 Cable Trunnion - Vacuum Open - Vacuum Closed
3 A tm osphere Port 7 A tm osphere Open 11 A tm osphere Closed
4 Speedom eter Shift Port - Vacuum Closed - Vacuum Open
5 Vacuum Port 8 A tm osphere Open to Axle 12 Poppet L ever
9 Vacuum Open to Axle 13 Operating L ever
TPM -7591

Figure 21 —O perating Positions of Vacuum Shift Control Units

VACUUM SHIFT SYSTEM
MAINTENANCE
A ll lin e s and u n its in vacuum pow er sh ift s y s ­
te m m u st be kept f r e e of vacuum le a k s. When v a c ­
uum le a k s e x ist, r e a r ax le sh ift m ech an ism w ill
o p e ra te slu g g ish and in so m e in sta n c e s may not
sh ift a x le . If th is condition e x is ts m ake te s ts to
d e te rm in e lo catio n of le a k s.
and se a t so lid ly . Slide se a l rin g (do not ro ll) into
fittin g (fig. 22). T h re a d tube nut into fittin g and
tighten slow ly and firm ly .
5. R epeat above te s t on opposite vacuum lin e,
being s u re to change sh ift button.
6. If vacuum drop is s till e x c e ssiv e a fte r a ll
co nnections have been checked, leakage in one of
the u n its is in d icated . R em ove each unit and o v e r­
haul o r re p la c e a s re q u ire d .

VACUUM LEAKAGE TEST AIR CLEANER

1. D isco n n ect flex ib le lin e s one a t a tim e , at A ir c le a n e r re m o v es d irt p a r tic le s fro m a t­
a x le sh ift c h a m b e r and in s e r t a vacuum gauge in m o sp h ere w hich p a s s e s into the co n tro l valve and
lin e , u sin g a "T e e " fittin g . o th e r u n its. A ir c le a n e r should be rem o v ed and
2. S ta rt engine and p la c e ax le sh ift button in cleaned at re g u la r in te rv a ls .
"H I" o r "L O " depending upon lo catio n of vacuum
gauge. Run engine long enough to obtain m axim um
vacuum , then stop engine and note r a te of vacuum
d ro p on gauge. If drop ex ceed s 1 inch to 10 m in­
u te s , leak ag e is e x c e s siv e .
3. If leak ag e is in d icated , coat all vacuum
lin e co n n ectio n s w ith h y d rau lic b ra k e fluid. If leak
e x is ts , fluid w ill be draw n into connection w ith en ­
gine idling and c o n tro l le v e r in "LOCK" p o sitio n .
4. R em ove lin e having leaking connection.
S lide tube nut back on tube and rem o v e a ll p a r tic le s
of s e a l rin g fro m tube and fro m in sid e of nut. Slip
new s e a l rin g o v e r tube end. I n s e r t tube into fitting Figure 2 2 —Vacuum Tubing Connection Seal

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 4A-16

REAR AXLE AND CONTROLS

1 C om pression Nut 7 Body G asket 13 Poppet L ever

2 Screw 8 Low er Valve Body 14 Pivot Pins
3 Valve Cover 9 T ension Spring 15 Poppet Spring
4 Cover G asket 10 O perating L ever 16 Poppet Stem
5 Trunnion Screw 11 Trunnion 17 Poppet (Valve)
6 Valve Body 12 Retaining W asher TPM-7590

Figure 2 3 —Sectional and D isassem bled V iew s of Vacuum Control V alve

VACUUM SHIFT CONTROL VALVE and lo w er body.

C o n tro l valve (fig. 23) re q u ir e s v e ry little
m ain ten an ce, u n le ss clean in g of a i r c le a n e r h as
b een neg lected and v alve h as becom e co n ta m in ­
a te d a s a r e s u lt of n e g le c t. H ow ever, should te s ts
in d ic a te th at valve is fau lty it should be r e p a ir e d
o r re p la c e d .
REMOVAL
1. R em ove m anifold to v alve vacuum lin e , a ir
c le a n e r lin e , and sp e e d o m e te r sh ift line fro m r e ­
sp e c tiv e valve p o r ts .
2. R em ove two ax le sh ift ch a m b e r lin e s fro m
v alve p o r ts .
3. L oosen cab le clam p nut a t top of v alv e.
4. R em ove two m ounting s c re w s , s e p a ra te
v alve fro m m ounting s u rfa c e , and lo o sen cab le
tru n n io n sc re w .
5. R em ove valve fro m c o n tro l cab le.
DISASSEMBLY (F ig. 23)
1. R em ove fo u r s c re w s , and s e p a ra te c o v e r,
c o v e r g a sk e t, valve body a s se m b ly , body g a sk e t,
2. R em ove two te n sio n s p rin g s fro m ends of
p oppet le v e r and tru n n io n pin.
3. R em ove two re ta in in g w a s h e rs , poppet
sp rin g s and poppet valve a s s e m b lie s fro m valve
body. R em ove d isc s fro m valve s te m s .
INSPECTION
1. C heck poppet valve s e a ts in valve body and
lo w er valve body fo r evidence of n ick s o r s c ra tc h e s
w hich may c a u se vacuum le ak .
2. In sp e c t poppet le v e r s , s p rin g s , o p e ra tin g
le v e rs , tru n n io n pin, and pivot pin fo r w e a r o r
o th e r dam age.
3. In sp e ct poppet d is c s and re p la c e if not in
new condition, sin c e th e se ite m s a r e included in
a r e p a ir k it.
ASSEM 3LY (F ig. 23)
D uring a sse m b ly o p e ra tio n s apply a light film
of L u b rip la te , o r equivalent, to a ll fric tio n s u r ­
fa c e s .
1. P la c e rounded end of o p e ra tin g le v e r s o v e r
ends of pin in cable tru n n io n .

CHEVROLET 40-60 TRUCK SERVICE MANUAL


2. A lign poppet le v e r betw een h oles a t pointed
end of o p e ra tin g le v e r s , and align to valve body.
NOTE: Be s u r e p a r ts a r e a s se m b le d w ith tr u n ­
nion pin o ff-c e n te r to w ard o p e ra tin g le v e r s .I n s ta ll
pivot p in s, d riv in g pin in u n til ends a r e flu sh w ith
v alv e body.
3. In s ta ll new poppet d is c s to ends of poppet
s te m s . In s ta ll poppet sp rin g s .
4. In s ta ll poppet valve s te m s th ro u gh h o les in
body and th ro u g h elongated h o les in poppet le v e r.
In s ta ll new re ta in in g w a s h e rs .
5. In s ta ll te n sio n s p rin g s . One end of sp rin g
a tta c h e s to tru n n io n pin and o pposite end to notch
in poppet le v e r a rm .
NOTE: T e st o p e ra tio n of valve by moving
tru n n io n up and down s e v e r a l tim e s by hand, w hile
noting if "o v e r c e n te r" actio n of th e ten sio n sp rin g s
c a u se pop p ets to o p e ra te fre e ly and w ithout binding.
6. In s ta ll new g a sk e t to lo w er valve body and
a lig n body w ith v alve body.
7. Hold th e s e two p a r ts in p la c e w hile p o s i­
tioning new g a sk e t and v alv e c o v er to top of valve
body. In s ta ll and tig h ten fo u r s c re w s .
BENCH TEST
T he follow ing te s t w ill d e te rm in e if th e valve
h as been c o r r e c tly a s s e m b le d and is o p e ra tin g
p ro p e rly w ithout s e r io u s vacuum leak ag e.
1. A ttach vacuum s o u rc e to vacuum p o rt and
in s ta ll a sh u t-o ff v alve in lin e.
2. A ttach a vacuum lin e to each of the valve
p o r ts lead in g to ax le sh ift c h a m b e r. E ach line
should have a vacuum gauge.
3. Supply 20 in c h e s of m e rc u ry vacuum to
v alve w ith valve tru n n io n in "up” p o sitio n . One
gauge should re a d 20 in ch es of m e rc u ry and op­
p o s ite gauge should re a d z e ro .
4. P u sh v alve tru n n io n down and c lo se sp e e d ­
o m e te r a d a p te r o u tlet p o rt. R eading on vacuum
gauges w ill now be o p p o site to p re v io u s rea d in g .
5. C heck "sn ap o v e r" p o sitio n of cable tru n ­
nion, w hich should o c c u r when trunnion is not le s s
than 1 /8 " fro m valve body in each d ire c tio n .
6. W henever te s t s outlin ed in p re v io u s p a r a ­
g ra p h s in d icate th a t leak ag e is g r e a te r than 1 inch
in 15 seco n d s, th e valve m u st be in sp e c te d fo r
fau lty s e a ts .
INSTALLATION
1. At cab le button clam ping b ra c k e t, loosen
cab le ja c k e t clam p nut allow ing cable to tu rn fre e ly .
2. I n s e r t cab le into hole a t top of valve co ver
and in s e r t cab le into hole in cab le tru n n io n . In sta ll
and tig h ten cab le s e c u re ly , u sin g tru n n ion sc re w .
3. Mount v alve in th e o rig in a l lo cation using
m ounting s c re w s . T ighten c o v e r tube nut.
4. A ttach in tak e m anifold, a i r c le a n e r, sp e e d -
Sec. 4A-17
REAR AXLE AND CONTROLS
VACUUM LINE O PEN IN G S
.CAP SCREW
[CHAMBER H O U SIN G
CHAMBER ASSEMBLY
Figure 2 4 —Tw o-Speed A xle Vacuum Shift
Cham ber Installed (Corporation A xle)
o m e te r s h ifte r a d a p te r, and sh ift c h am b er lin e s
to valve in th e ir o rig in a l lo cation.
5. W ith cable button pushed down, positio n
o p e ra tin g button b ra c k e t to sh ift le v e r so th at
c le a ra n c e e x is ts betw een bottom of button and
b ra c k e t.
SHIFT CHAMBER (CORP. AXLE)
REMOVAL (F ig. 24)
1. R em ove hose c la m p s, then rem o v e vacuum
hose fro m c y lin d e r. T ag each hose so that it w ill
be re p la c e d in p ro p e r p o sitio n .
2. R em ove th re e b o lts and lock w a s h e rs a t­
taching c y lin d e r to d iffe re n tia l c a r r ie r , then r e ­
move cy lin d e r and housing a sse m b ly .
DISASSEMBLY (F ig. 25)
1. R em ove s c re w s attaching two halv es of
c y lin d e r to each o th e r, then s e p a ra te two h a lv es.
2. U sing two w ren c h es, rem o v e o u te r push ro d
nut, then s e p a ra te pu sh ro d fro m diap h rag m .
3. P u sh p isto n ro d in to re lie v e sp rin g load,
then rem o v e snap rin g fro m in sid e of p isto n rod.
P u ll pu sh ro d and sp rin g a sse m b ly fro m p isto n ro d .
4. Should in sp ectio n in d icate n e c e ssity , oil
s e a l can be rem o v ed fro m housing a t th is tim e .
ASSEMBLY (F ig. 25)
1. In sta ll w a sh e r, long s p a c e r, sp rin g , w a sh e r,
snap sp rin g , s h o rt s p a c e r, and nut on pu sh rod.
2. T ighten adju stin g nut u n til dim ension o ver
w a s h e rs at each end is 2 -2 7 /3 2 " (fig. 26). In sta ll
and tig h ten lock nut, being c a re fu l not to change
d im ension.
3. L u b ric a te in sid e of p isto n rod, then in sta ll
pu sh ro d and sp rin g a sse m b ly .
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 4A-18

REAR AXLE AND CONTROLS

1 D iaphragm 10 F e lt Seal
10 2 Shift Cha n b e r A ssy. 11 Seal Ring
11 3 O il Seal 12 Cap Screw
4 C ham ber Housing 13 Long S p acer
5 P u sh Rod Spring 14 Snap Ring
6 P u sh Rod 15 S hort S p acer
7 P isto n Rod 16 A djusting Nut
8 D iffe ren tia l C a r r ie r 17 P isto n Rod Nut
9 W asher T -8 0 3 5

Figure 2 5 —Sectional V iew of Tw o-Speed A xle Vacuum Shift Cham ber (Corporation A xlel

4. C o m p re ss p u sh ro d sp rin g and in s ta ll snap 8. A ttach a sse m b ly to d iffe re n tia l c a r r i e r ,

rin g .
5. In sta ll pu sh ro d a sse m b ly in housing.
6. In s ta ll new d iap h rag m and p la te s to p u sh
ro d and tig h ten nut s e c u re ly .
NOTE: Apply s e a lin g com pound a ro u n d push
ro d hole in d iap h rag m p la te s .
7. In s ta ll o u te r half of cy lin d er to in n e r half
and s e c u re with s c re w s tig h ten ed s e c u re ly .
usin g new g a sk e t. Tighten cap sc re w s s e c u re ly .
9. A ttach h o se s to c y lin d e r, a s tagged p r e v i­
ously, being s u re connections a r e tight.
CHECK VALVE
C heck valve, in intake m anifold lin e , is u sed
to p re v e n t vacuum lo s s o r drop when engine is
a c c e le r a te d o r is pulling u n d e r heavy load. Check
valve a lso effectively r e ta r d s lo ss of vacuum when
engine is stopped. R e fe r to "HYDRAULIC BRAKES"
(SEC. 5A) of th is m anual fo r s e rv ic e m aintenance
in fo rm atio n .

AIR CLEANER

An a ir c le a n e r is u se d at a tm o sp h e ric in le t
lin e to f ilte r a ir e n te rin g co n tro l valve and shift
u n its.

MAINTENANCE
At re g u la r in te rv a ls rem o v e a ir c le a n e r and
T-34B3
im m e r s e in cleaning solvent to re m o v e a ll a c c u m ­
u la te d d ir t o r o th e r fo reig n m a te ria l. D ra in c le a n ­
Figure 2 6 —A dju stin g Push Rod (Corporation A x le ) ing so lvent fro m elem en t. R e in sta ll d ry .

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 4A-19

REAR AXLE AND CONTROLS

SPEEDOMETER ADAPTER
SHIFT DIAPHRAGM
When sh ift c o n tro l le v e r is m oved to "HI"
p o sitio n , cavity behind sp e e d o m e te r a d a p te r sh ift
d iap h rag m (fig. 27) is su b je c te d to a tm o sp h e re
th ro u g h the sh ift c o n tro l valve. S pring m ovem ent
of d iap h rag m is tra n s m itte d to the sp e e d o m e te r
a d a p te r le v e r by th e d iap h rag m ro d , shifting the
s p e e d o m e te r a d a p te r g e a rs into high ra tio . When
th e c o n tro l le v e r is m oved to "L O " p o sitio n , the
c o n tro l v alve a d m its vacuum to the cavity behind
th e d iap h rag m and fo rc e s d ia p h ra g m and ro d in ­
w a rd , sh iftin g th e sp e e d o m e te r a d a p te r g e a rs into
low ra tio .

REMOVAL AND DISASSEMBLY

1. D isco n n ect vacuum lin e fro m the sh ift
d ia p h ra g m body.
2. R em ove two s c r e w s attach in g diap h rag m
b ra c k e t to sp e e d o m e te r a d a p te r. L ift diap h rag m
and b ra c k e t to unhook d iap h rag m ro d fro m a d a p te r
le v e r and re m o v e d iap h rag m and b ra c k e t a sse m b ly .
3. R em ove fo u r s c re w s attach in g body to b r a c ­
k e t. R em ove body, sp rin g and d iap h rag m and ro d
a sse m b ly fro m b ra c k e t.

INSPECTION sp rin g , and body on d iaphragm b ra c k e t and atta c h

1. E xam ine d ia p h ra g m fo r c ra c k s o r o th e r
d am ag e. R ep lace a sse m b ly if diap h rag m is d a m a g e d .
2. C heck condition and te n sio n of diap h rag m
s p rin g . If s p rin g is c o rro d e d o r if te n sio n is not
su ffic ie n t to r e tu r n d ia p h ra g m to r e le a s e p o sitio n ,
re p la c e a sse m b ly .
ASSEMBLY AND INSTALLATION
1. P o sitio n th e d iap h rag m and ro d a sse m b ly ,
w ith fo u r s c re w s . S crew s m ust be tig h te n ed su f­
ficien tly to m ake the a sse m b ly a ir - tig h t w ith two
pounds of a ir p r e s s u r e .
2. P o sitio n diap h rag m and b ra c k e t asse m b ly
a t sp e e d o m e te r a d a p te r, hooking d iap h rag m ro d
into a d a p te r le v e r. A ttach diaphragm b ra c k e t to
a d a p te r w ith two s c re w s and w a sh e rs.
3. C onnect vacuum lin e to diap h rag m body.
T ighten connection firm ly .

TWO-SPEED AXLE AIR SHIFT SYSTEM

DESCRIPTION CIRCUIT BREAKER CHECK

D isconnect c irc u it b re a k e r lea d w ire a t te r m ­
An a i r sh ift c o n tro l is u se d optionally in con­
in al (A) and connect te s t lam p fro m te rm in a l (A)
jun ctio n w ith th e E aton Model 19201 tw o -sp eed
to ground. T u rn on ignition sw itch and o b se rv e te s t
a x le . S e rv ic e o p e ra tio n s and tro u b le shooting p r o ­
lam p .
c e d u re s p e rta in in g to th is s y s te m a r e outlined
below: 1. If lam o lig h ts and sta y s on, c irc u it b re a k e r
and le a d w ire a r e sa tis fa c to ry .

AIR SHIFT SYSTEM 2. If lam p does not light, check fo r p o o r e le c ­

t r ic a l connections o r b roken lead w ire . If le a d w ire
TROUBLESHOOTING and connections a r e sa tis fa c to ry , c irc u it b re a k e r
(R efer to F ig u re 28)
is faulty.
If ax le w ill not sh ift, te s t sy s te m and com pon­ 3. If lam p does not light im m e d iate ly but then
e n ts a s follow s: s t a r t s to fla sh (also a fa in t clicking of the c irc u it
NOTE: T e s t lam p voltage m u st be sa m e a s b r e a k e r may be h e a rd ), the c irc u it b re a k e r is
s y s te m r a te d v o ltag e. fau lty .

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 4A-20
REAR AXLE AND CONTROLS
Figure 2 8 —Piston A ir Shift System
CONTROL SWITCH AND WIRING
HARNESS CHECK
If tro u b le in c o n tro l sw itch o r w irin g h a rn e s s
is su sp e c te d , v isu a lly ch eck h a rn e s s fo r dam aged
o r w orn in su latio n th a t could c au se a ground con­
n ectio n . Check fo r a c c id e n ta l grounding of w ire
te r m in a ls to tra n s m is s io n le v e r. C heck fo r s h o rt
c ir c u its betw een w ire te r m in a ls . Check fo r p o o r
in su latio n o r a c c id e n tal ground a t end of le a d
w ire (D).
To d e te rm in e condition of co n tro l sw itch , a
new c o n tro l sw itch m ay be te m p o ra rily in s ta lle d .
H ow ever, if d e sire d , c o n tro l sw itch o p e ra tio n m ay
be checked w ith a te s t lam p , u sin g the follow ing
p ro c e d u re :
1. D isconnect le a d w ire s a t B and C.
2. T u rn ignition sw itch on and a lte rn a te ly
connect te s t lam p le a d s to d isco n n ected le a d w ire s .
3. O p e ra te co n tro l sw itch and o b se rv e te s t
lam p fo r the follow ing conditions:
a . When te s t lam p is connected to le a d (B),
lam p should light in low ra n g e p o sitio n of c o n tro l
sw itch . Lam p should go out with co n tro l sw itch in
high ra n g e p o sitio n .
b. When te s t lam p is connected to le a d (C),
lam p should light in high ra n g e p o sitio n of c o n tro l
sw itch . L am p should go out w ith c o n tro l sw itch in
low ran g e p o sitio n .
SINGLE
DRIVE AXLE
CONNECTION PISTON AIR-SHIFT UNIT
T-6405
c. If te s t lam p in d ic atio n s a r e c o r r e c t in the
p re c e d in g te s ts , c u rre n t supply to sp e e d o m e te r
a d a p te r and so lenoid valve is c o rre c t.
d. If te s t lam p does not lig h t, tro u b le m ay be
a s h o rt c irc u it in w irin g h a rn e s s o r c o n tro l sw itch,
o r a w ire in h a rn e s s m ay be b ro k en . P lu g a s s e m ­
bly in w irin g h a rn e s s m ay a lso be faulty.
SOLENOID VALVE CHECK
The solenoid valve is en erg iz ed to supply a i r
to sh ift th e unit into high axle ran g e only. The
v alve m u st have a good ground connection to v e ­
h ic le in o rd e r to o p e ra te s a tis fa c to rily . M ake c e r ­
ta in th a t ground connection is s a tis fa c to ry b e fo re
checking valve.
D isconnect le a d w ire a t C and disco n n ect a ir
lin e leading to sh ift u n it. In s ta ll a i r p r e s s u r e gauge
in a ir lin e opening in solenoid v a lv e. Apply voltage
to so lenoid valve te rm in a l and o b se rv e p r e s s u r e
gauge re ad in g .
If gauge indication is a p p ro x im ate ly th a t of
r e s e r v o ir p r e s s u r e , so lenoid valve is s a tis fa c to ry .
If gauge indication is low o r no p r e s s u r e , solenoid
valve is faulty.
PISTON AIR-SH IFT UNIT CHECK
If e le c tr ic a l s y ste m is s a tis fa c to ry and ax le
does not sh ift p ro p e rly , tro u b le m ay be c au se d by
a faulty sh ift u n it. D isa sse m b le and re p a ir unit a s
o u tlin ed in th is m anual.
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 4A-21

REAR AXLE AND CONTROLS

T-6636

Figure 3 0 —Piston H ousing Cover Removal or Installation

PISTON AIR SHIFT UNIT REPAIR

A P isto n A ir-S h ift Unit is u se d w ith the 23,000

lb . E aton T w o-Speed A xles (figs 28 and 29). T his
unit is o p e ra te d when a supply of a ir is r e le a s e d
1 Self-Locking Nut 8 Piston into the c y lin d e r. The p isto n tra v e ls downward
2 Housing 9 O -ring a g a in st a c o m p re ssio n sp rin g , tr a n s f e r rin g m otion
3 Push Rod 10 F elt W ipers th ro u g h the push ro d and actuating le v e r to the sh ift
4 C om pression Spring 11 Piston Stop Cushion fo rk , sh ifting the axle into "HI" ra tio . E xhaust of
5 Actuating L ever 12 Vent a i r p r e s s u r e fro m the c y lin d e r p e rm its the p isto n
6 Bushing 13 Clevis Pin and sp rin g to re tu r n the axle g earin g to "LO " ra tio .
7 Cover Locating B osses 14 Gasket
and Cover Bolts

Figure 2 9 —Piston A ir Shift Unit Cross Section

SPEED O M ETER A DAPTER CHECK

The s p e e d o m e te r a d a p te r is e n erg ized in low
ax le ran g e only. T he a d a p te r is grounded through V \t" so cket
sp e e d o m e te r m ounting o r s p e e d o m e te r cab le and
cab le housing. M ake c e r ta in th a t p ro p e r ground is
p r e s e n t b e fo re checking a d a p te r.
D isco n n ect le a d w ire a t B and connect te s t
lam p to le a d B and v eh icle ground. T u rn ignition
sw itch on and o b se rv e te s t lam p .
The te s t lam p should lig h t in low ran g e p o s i­
tio n of c o n tro l sw itch . L am p should go out when
c o n tro l sw itch is in high ra n g e p o sitio n .
If lam p in d ic a tio n s a r e c o r r e c t, c u rre n t supply
to a d a p te r is c o r r e c t. If lam p in d icatio n s a r e c o r ­
r e c t and a x le s h ifts p ro p e rly but s p e e d o m e te r does
not o p e ra te p ro p e rly , re p la c e a d a p te r.
If te s t lam p in d ic a tio n s a r e not c o r r e c t, tro u b le
is in w irin g h a rn e s s o r c o n tro l sw itch. Figure 3 1 —Clevis Pin Rem oval or Installation

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 4A-22
REAR AXLE AND CONTROLS
Figure 3 2 —Piston Replacing Tool J-8 1 07
REMOVAL
1. B leed a ir fro m sh ift un it cy lin d e r and d is ­
connect a ir line at p isto n housing c o v e r.
2. R em ove two stu d n u ts re ta in in g sh iftin g un it
and p u ll un it fro m d iffe re n tia l c a r r i e r .
3. R em ove sh ift fo rk se a l and sp rin g .
DISASSEMBLY
1. R em ove b o lts, lo ck w a s h e rs , housing c o v er
and g ask et fro m sh ift u n it housing. D ra in lu b ric a n t.
2. P o sitio n housing in v ise (r e f e r to fig. 30).
3. R em ove nuts and b o lts re ta in in g p isto n h o u s­
ing co v e r to un it. R em ove p isto n housing c o v e r and
O -rin g s e a l, re p la c e s e a l when c o v er is rem o v ed .
4. In s ta ll Tool (J-8107) (fig. 31), o v e r p isto n
b o re and clam p onto flange, in s ta ll a 9 /1 6 " so ck et
o v e r se lf-lo c k in g nut and tig h ten down on tool u n til
te n sio n is re lie v e d on c le v is pin. R em ove c le v is
pin (fig. 31).
5. U n screw Tool (J-8107) u n til c o m p re ssio n
s p rin g ten sio n is re lie v e d and rem o v e Tool (fig.
32).
6. P u sh p isto n , p u sh ro d and c o m p re ssio n
sp rin g through top of c y lin d e r.
7. R em ove actu atin g le v e r fro m housing.
INSPECTION
1. In sp ect sh ift fo rk s e a l fo r good condition
TANDEM REAR AXLE
GENERAL DESCRIPTION
The tandem r e a r ax le in sta lla tio n (fig. 33) con­
s is ts of a r e a rw a rd r e a r ax le (Eaton M odels 30R
and tig h t fit on sh ift fo rk . C heck sh ift fo rk se a l
sp rin g fo r d isto rtio n and te n sio n .
2. In sp e ct housing fo r c ra c k s and cy lin d er
b o re fo r w orn o r grooved condition. C heck p isto n
stop cushion fo r w orn o r c ra c k e d condition.
3. In sp ect p isto n fo r a w orn o r grooved con­
dition. C heck fe lt w ip e rs fo r d isto rtio n . F e lt w ip ers
a r e o il-so a k e d to e n su re p ro p e r lu b ric a tio n of the
cy lin d er w all. Check O -rin g s fo r w orn condition.
4. In sp ect c o m p re ssio n sp rin g fo r d isto rtio n ,
te n sio n and o th e r v isu al d e fe c ts. C heck p u sh ro d
and actu atin g le v e r fo r elongated h o les, w orn o r
c ra c k e d conditions.
5. In sp ect b e a rin g s u rfa c e on actu atin g a rm
fo r w e a r.
6. In sp ect bushings in both th e housing and
housing co v e r fo r w ea r.
7. R eplace faulty o r doubtful p a r ts a s re q u ire d .
REASSEMBLY
1. Soak felt w ip e rs in S.A .E . 30 oil fo r one
hour and in s ta ll fe lt w ip e rs, O -rin g on p isto n and
O -rin g on push ro d .
2. In sta ll p isto n stop cushion in c y lin d er b o re ,
if rem o v ed .
3. In s ta ll actu atin g le v e r in housing.
4. In s ta ll p isto n and w a sh e r on p u sh ro d and
to rq u e self-lo c k in g nut to 135 in ch -p o u n d s. In sta ll
pu sh ro d , sp rin g , and p isto n into c y lin d e r b o re
u sin g 9 /1 6 " so ck et on p isto n se lf-lo c k in g nut and
Tool (J-8107) clam p to pu sh p isto n into b o re . C a re
m u st be tak en to e n su re p ro p e r fit of fe lt w ip e rs
and O -rin g on p isto n (fig. 32).
5. In sta ll cle v is pin a t pu sh ro d and a c tu a to r
a r m connection (fig. 31).
6. In s ta ll housing co v er and g a sk e t. T o rque
c o v e r s c re w s to 100 inch-pounds.
7. In s ta ll new O -rin g in housing and in s ta ll
p isto n housing co v er. T o rq u e p isto n housing c o v er
n uts to 120 inch-pounds.
INSTALLATION
1. P la c e sh ift fo rk s e a l on d iffe re n tia l c a r r i e r
m ounting stu d s and in s ta ll s e a l sp rin g .
2. P la c e sh ift un it on m ounting stu d s, m ake
s u re sh ift fo rk actu atin g le v e r engages slo t in sh ift
fo rk . In s ta ll stu d s, n u ts, and lock w a s h e rs . T orque
nut to 60 foot-pounds.
3. F ill unit w ith lu b ric a n t.
4. C onnect a ir line to sh ift unit and check sh ift
unit s y ste m fo r p ro p e r o p e ratio n .
and 34R) and a fo rw a rd r e a r axle (Eaton M odels
30D and 34D) which c a r r i e s a sin g le sp ee d pow er
d iv id e r w ith an in te r -a x le d iffe re n tia l. An a i r o r
vacuum o p e ra te d shift m e ch a n ism is u se d to lock
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 4A-23

REAR AXLE AND CONTROLS

Figure 3 3 —Tandem Rear A x le and Power Divider

out th e in te r - a x le d iffe re n tia l to p ro v id e p o sitiv e MAINTENANCE AND ADJUSTMENTS

d riv e to both a x le s when re q u ire d .
D riv e is tr a n s m itte d fro m th e tr a n s m is s io n REARWARD REAR AXLE
th ro u g h a conventional p ro p e lle r sh a ft to the pow er The r e a r w a rd axle a sse m b ly is m ain tain ed in
d iv id e r input sh a ft. The input sh aft su p p o rts the the sa m e m an n e r a s outlined fo r the sin g le sp eed
in te r - a x le d iffe re n tia l w hich tr a n s m its equal d r iv ­ Eaton r e a r ax le.
ing fo rc e to two h e lic a l g e a r s , one m ated to a g e a r
on th e fo rw a rd r e a r ax le pinion sh aft to d riv e the BROWIsk _ , BLACK
fo rw a rd ax le and th e o th e r m ated to a g e a r on the
p o w er d iv id e r output sh a ft to tr a n s m it d riv e fo rc e
th ro u g h an in te r - a x le p ro p e lle r sh a ft to th e r e a r ­
w a rd a x le . B oth a x le s d riv e a t a ll tim e s , so the
in te r - a x le d iffe re n tia l (3 rd d iffe re n tia l) is p ro v id ed
to allow d iffe re n tia l actio n betw een th e two a x le s.
W hen e x tra tra c tio n is re q u ire d to m ove the v e ­
h ic le , th e in te r - a x le d iffe re n tia l can be locked out
so equal p o w er can be d e liv e re d to each ax le . A
to g g le sw itch in th e d r iv e r ’s c o m p a rtm e n t a c tu a te s
th e so le n o id -c o n tro lle d , vacuum o p e ra te d , lo ck -o u t
sh ift le v e r at th e a x le . The a i r sy s te m is co n tro lled
by a le v e r o p e ra te d v alve in th e d r iv e r ’s c o m p a rt­
m en t. A ir p r e s s u r e a c tu a te s a sh ift cy lin d e r w hich
is m ounted on th e a x le . B oth s y s te m s move the
slid in g clu tch into engagem ent w ith th e input sh aft
h e lic a l g e a r. A lig h t in s ta lle d on the d ash w arn s
w hen d iffe re n tia l is lo ck ed out.
NOTE: U se lockout only in slip p e ry going.
W hen d iffe re n tia l is to be locked out, v eh icle m ust
b e co m p letely sto p p ed . C ontinuous u n n e c e ssa ry Figure 3 4 —D ifferential Lock Switch and
u s e of lockout m ust be avoided. W arning Light Installation

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 4A-24

REAR AXLE AND CONTROLS

S ta rt the engine w ith th e c o n tro l sw itch at "ON"

(the pow er d iv id er d iffe re n tia l locked out). A c c e l­
e r a te the engine fo r a few se c o n d s, r e le a s e the a c ­
c e le r a to r, and tu rn off th e ignition sw itch. Im m ed ­
ia te ly m e a su re the d ista n ce betw een the face of
th e locking c y lin d e r m ounting b ra c k e t and the c e n ­
t e r of the push ro d yoke to the le v e r pin and m ake
note of the dim ension. At the end of ten m in u tes,
r e - m e a s u r e the d istan ce . If the d istan ce has not
in c re a s e d , the s y ste m m ay be c o n sid e re d vacuum
tig h t. H ow ever, if the d ista n c e has in c re a s e d , a
fU r> vacuum le a k e x is ts in the sy ste m .
F i r s t check a ll co n n ectio n s. A fte r a ll the h o ses
M l
HI ^ HE. and th e pip e connections have been checked and
1 D ifferential C a r r ie r 10 D iaphragm tig h ten ed , te s t the s y s te m again.
Cover 11 C ylinder (Outer Half)
2 B rack et 12 Vacuum Line Fitting SOLENOID LOCK VALVE
3 P ush Rod Yoke 13 Nut The so len o id valve is p o sitio n ed at the fra m e
4 Boot 14 P la te W asher le ft sid e r a il by th e vacuum pipe c lip s and m ay be
5 Locknut 15 P la te (Large) rem o v ed by d isconnecting the th re e fittin g s a t the
6 P ush Rod 16 P la te (Small) v alv e.
7 Snap Ring 17 LockOut Shift
8 Dowel L ever LOCKING CYLINDER
9 C ylinder (Inner Half) When le ak ag e te s ts in d ica te the locking cy lin ­
d e r a sse m b ly le a k s, it m ust be rem o v e d and d is ­
a sse m b le d , and the ru b b e r diap h rag m in the cy lin ­
Figure 3 5 —D ifferential Locking Cylinder d e r m ust be re p la c e d .
1. D isconnect the co n tro l valve hose fro m the
FORWARD REAR AXLE
c y lin d e r. R em ove th e c o tte r pin and the cle v is pin
T he p ow er d iv id e r and in te r - a x le d iffe re n tia l w hich s e c u re the b ra c k e t le v e r to th e push ro d .
a r e p a r t of the fo rw a rd r e a r axle d iffe re n tia l c a r ­ R em ove th e snap rin g w hich s e c u re s the cy lin d er
r i e r c o v e r a sse m b ly and m ay be rem o v ed when the in the b ra c k e t, and rem o v e the a sse m b ly fro m the
c a r r i e r is e ith e r in o r out of the v e h ic le . The d if­ b ra c k e t. R em ove th e boot fro m th e p u sh rod.
f e re n tia l, rin g g e a r and pinion a r e s e rv ic e d in th e
sa m e m an n er a s o u tlin ed fo r th e sin g le sp e e d E aton 2. R em ove the c le v is yoke and nut fro m the
r e a r ax le. pu sh ro d (fig. 35). R em ove the s c re w s , nuts, and
lo ck w a sh e rs w hich a tta c h the two h alv es of the
cy lin d e r and the ru b b e r diap h rag m to g e th e r. R e ­
VACUUM OPERATED INTER-AXLE
m ove the o u te r half of the cy lin d e r, and se p a ra te
DIFFERENTIAL LOCK SHIFT SYSTEM th e ru b b e r diap h rag m fro m the in n e r half of the
c y lin d e r.
OPERATION
3. In sta ll a new diap h rag m and pu sh ro d a s ­
The toggle sw itch on th e c e n te r in s tru m e n t
sem b ly in th e r e a r half of the c y lin d er.
p an el c o n tro ls th e w arn in g lig h t in th e in s tru m e n t
c lu s te r (fig. 34) and th e so len o id o p e ra te d lo ck valve 4. Make c e rta in th e m ating fa c e s of the cy lin ­
a t th e fra m e sid e r a il. d e r h a lv es a r e clean . P o sitio n the o u te r half of the
c y lin d e r on the ru b b e r d iap h rag m , and in s ta ll the
The solenoid, when e n e rg iz e d , a c tu a te s the
s c re w s , n u ts, and new lo c k w a s h e rs . In s ta ll the
lock valve connected betw een th e locking c y lin d e r,
boot, nut, and c le v is yoke on th e pu sh rod.
m ounted a t th e fro n t of th e fo rw a rd r e a r ax le, and
th e engine vacuum supply. 5. M ake c e rta in th a t th e snap rin g groove on
th e in n e r half of the c y lin d er is clea n . P o sitio n the
The locking c y lin d e r (fig. 35) o p e ra te s the lo c k ­
c y lin d e r in the b ra c k e t on the po w er d iv id er w ith
out sh ift le v e r so the slid in g clu tch engages the
the slo t in the r e a r half of the c y lin d e r a t th e bottom .
input sh aft h e lic a l and d iffe re n tia l sid e g e a r to
divide p ow er equal to both a x le s . 6. In sta ll th e re ta in in g snap rin g and s e a t it
so lid ly in th e gro o v e. A ttach the b ra c k e t le v e r to
CHECKING FOR LEAKAGE th e ro d c le v is w ith a c le v is p in and a new c o tte r
P la c e the tru c k on le v e l ground w ith th e p a r k ­ p in. A ttach the vacuum lin e to th e locking c y lin d er.
ing b ra k e re le a s e d and th e tra n s m is s io n in n e u tra l. T e s t the s y ste m fo r vacuum le a k s.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 4A-25

REAR AXLE AND CONTROLS

AIR OPERATED INTER-AXLE

DIFFERENTIAL LOCK SHIFT SYSTEM

OPERATION
A ir-o p e ra te d d iffe re n tia l lock u tiliz e s a ir
p r e s s u r e fro m th e a i r b ra k e sy s te m fo r its o p e r­
a tio n . U nits u se d in a ir - o p e r a te d p o w er sh ift s y s ­ DIFF. LOCKOUT
te m a r e : Shift C o n tro l V alve, m ounted on engine
sid e of dash; check v alve, in s ta lle d in a ir lin e at
c o n tro l valve a i r in let; d iffe re n tia l lock sh ift c y l­
in d e r, m ounted on fo rw a rd r e a r ax le to rq u e d iv id e r
c a s e c o v er; and in te rc o n n e c tin g a ir lin e s and fittin g s
W ith lo ck c o n tro l knob (fig. 35) in "UNLOCK"
p o sitio n , th e r e is no a i r p r e s s u r e in d iffe re n tia l
lo ck sh ift c y lin d e r. Shift r e tu r n co m p re ssio n sp rin g
h olds c y lin d e r p isto n and lock linkage in unlocked
p o sitio n . Figure 3 6 —Differential Lock Control Knob
When lo ck c o n tro l knob (fig. 36) is m oved to
"LOCK" p o sitio n , a i r p r e s s u r e is ad m itted behind 5. R em ove O -rin g s (9) fro m cap nut (10) and
lo ck sh ift cy lin d e r p isto n . A s a i r p r e s s u r e fo rc e s p lu n g er (14).
th e p isto n outw ard , th e d iffe re n tia l lo ck is sh ifted
into locked p o sitio n .

CHECKING FOR LEAKAGE

1. B uild up a i r p r e s s u r e in s y s te m to m ax ­
im u m p r e s s u r e lim it (100 to 105 lb s .). P la c e lock
c o n tro l knob in "LOCK" p o sitio n .
2. C oat a ll a i r lin e co nnections w ith s o a p s u d s
to ch eck fo r le a k a g e . No leak ag e is p e rm is s ib le .
L eak ag e can s o m e tim e s be e lim in a te d by tig h ten ­
ing the connection. If th is fa ils to c o r r e c t leak ag e,
d isco n n ect leak in g fittin g and re p la c e s e a l rin g
a ro u n d tu b e f la r e .
3. Coat e n tire s u rfa c e of lock sh ift c y lin d er
and c o n tro l v alve w ith soap su d s to check fo r le a k ­
a g e . If leak ag e is evident in e ith e r u n it, rem o v e
fau lty u n it and o v erh au l a s d ire c te d u n d er individ­
u a l h ead in g s.

CONTROL VALVE (F ig . 37)

R em oval
1. D isco n n ect cab le a sse m b ly a t co n tro l le v e r
(4).
2. D isco n n ect a i r o u tlet lin e a t c o n tro l valve
o u tle t p o rt (12).
3. D isco n n ect check valve fittin g fro m valve
in le t p o rt (11).
4. D isco n n ect c o n n e c to rs at sw itch a sse m b ly .
M ounting B ra c k e t 8 V alve S pring
D isa sse m b ly M ounting S crew 9 O -rin g
1. R em ove te ll- ta le lam p sw itch. F u lc ru m P in 10 Cap Nut
2. U sing a s m a ll d rift, d riv e fu lc ru m pin (3) C o n tro l L e v e r 11 In le t
fro m c o n tro l le v e r (4) and re m o v e le v e r. E x h au st P o r t 12 O u tlet
3. R em ove cap nut (10), cap nut O -rin g (9), Body 13 P lu n g e r Spring
valve s p rin g (8), and valve (7).
V alve D isc 14 P lu n g e r t-6641
4. P u sh a g a in st s te m of c o n tro l valve p lu n g er
(14) to rem o v e p lu n g e r th ro u g h top of c o n tro l valve
body. R em ove p lu n g e r sp rin g (13). Figure 3 7 —Sectional V iew of Control Valve

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 4A-26

REAR AXLE AND CONTROLS

C leaning and In sp ectio n In sta lla tio n

1. W ash a ll p a r ts ex cep t O -rin g s in cleaning 1. P o sitio n c o n tro l valve on m ounting b ra c k e t
fluid. and in s ta ll two s c re w s .
2. In sp ect a ll p a r ts fo r w e a r, re p la c e if d am ­ 2. C onnect co n tro l cable to c o n tro l le v e r.
aged in any way. 3. Connect a i r in le t and check valve fittin g s.
4. Connect te ll- ta le lam p co n n ec to rs to sw itch.
A ssem bly 5. C heck th e sy ste m fo r le a k s a n d p ro p e r o p e r­
1. In s ta ll new p lu n g e r O -rin g (9) on p lu n g er ation.
(14), and new cap nut O -rin g (9) on cap nut (10).
2. In s ta ll p lu n g e r r e tu r n s p rin g (13) on p lu n g er AIR SHIFT CYLINDER
(14), then in s ta ll a s s e m b ly in valve body. A p isto n type sh ift c y lin d e r is m ounted on f o r ­
3. C oat fu lc ru m p in (3) and co n tro l le v e r cam w a rd r e a r ax le to rq u e d iv id e r c a se c o v e r. P isto n
(4) lightly w ith c h a s s is lu b ric a n t. P o sitio n co n tro l ro d is connected to slid in g clu tch . As a ir p r e s s u r e
le v e r (4) in valve body and in s ta ll fu lc ru m pin. is applied to p isto n , slid in g clutch is sh ifte d into
Stake edge of fu lc ru m pin hole in valve body to hold locked p o sitio n . When a i r p r e s s u r e is exhausted
pin in p la c e . fro m sh ift cy lin d e r, sp rin g p r e s s u r e r e tu rn s sliding
4. P o sitio n new v alv e (7) and valve s p rin g (8) clu tch to unlocked p o sitio n .
in valve body (6) and in s ta ll cap nut (10). T ighten Shift c y lin d er should be rem o v ed , d is a s s e m ­
nut firm ly . bled , and the p isto n s e a ls re p la c e d w henever le a k ­
5. In s ta ll te ll- ta le lam p sw itch. age is in d icated a t the cy lin d e r.

REAR AXLE TORQUE SPECIFICATIONS

ITEM TORQUE (F T . LB.)
DRIVE PINION YO KE NUT
Eaton
l 1/s "-1 8 .............................................................................................320-450
V A '" -1 2.............................................................................................400-600
l 1/? "-1 8 ............................................................................................ 500-700
Rockwell
l" -2 0 .............................................................................................. 300-400
1% "-1 8 .............................................................................................700-900
l!/2 "-1 8 .......................................................................................... 800-1100
Corporation
P/s "-1 8 ............................................................................................ 160-280
D IFFEREN TIA L CARRIER TO HOUSING
Eaton
Vz "-13 Cap Screw............................................................................ 75-85
5/s " - 11 Cap Screw.................................................................... 160-175
Vs"-IS Stud N u t............................................................................ 220-240
Rockwell
fc"-20 Stud N u t.............................................................................. 92-118
5/s"-18 Stud N u t............................................................................ 185-235
Corporation
7/ie"-20 Cap Screw ............................................................................ 75-90
9/ie "-1 8 .............................................................................................130-170
ITEM TORQUE (FT. LB.)
OIL SEAL RETAINER & PINION CAGE
Eaton
9/ie "-1 2 .............................................................................................115-125
Rockwell
7/ie "-1 4 .................................................................................................60-70
W - 13................................................................................................ 80-105
s/ie "-1 2 .............................................................................................115-150
Corporation
(H135)................................................................................ 160-170
V i" -\Z (H150)...................................................................................80-105
V i" -13 (T150)...................................................................................80-105
5/8"-ll (H I 1 0 )................................................................................ 160-170
SH IFT CHAMBER
Stud Nut—3/8"-2 4 ..............................................................................30-35
Bolt—7/ie "-1 4 ......................................................................................40-50
AXLE SHAFT FLANGE
Stud N u t - 1/? " ....................................................................................50-60
Stud Nut—5/8" ..................................................................................90-110
Cap Screw— 5/i6 " -2 4 ..........................................................................11-18

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 SECTION 4B
P r o g r e s s iv e type, tw o -sta g e r e a r sp rin g s, a s
u sed on a ll 40 S e rie s (r e f e r to fig u re 1), have
a s tra ig h t-e n d e d m ain le a f w hich r e s ts a g a in st the
cam su rfa c e of the fro n t and r e a r h a n g e rs. C am
ac tio n of the s p rin g le a f p ro d u c e s a v a ria b le d e­
fle c tio n r a te a s contact point changes u n d er v a ry ­
ing load. The seco n d o r th ird le a f has hooked ends
w hich co n tact rebound p in s in the sp rin g h a n g ers
to p re v e n t e x c e ssiv e fo re and aft tra v e l in event of
ra d iu s le a f ro d fa ilu re .
The ra d iu s le a f ro d s m ain tain ax le alignm ent
and tr a n s m it d riv in g and b ra k in g fo rc e s to the
f r a m e . A s p a c e r is u se d at bottom of each sp rin g
p ile to s e p a ra te th e la s t le a f fro m th e ra d iu s le af
w hich is h a lf-le a f fo rm e d w ith an eye and bushed
fo r a ttach m en t to th e fro n t h an g er.
Two s la n te d U -b o lts a tta c h the s p rin g p ile and
ra d iu s le a f to the ax le housing.
NOTE: If m ain ten an ce of s p rin g s and r e a r
su sp e n sio n com ponents is n eg lected , co stly dam age
to w heel b e a rin g , p ro p e lle r sh a ft, and t ir e s etc .,
could r e s u lt. R e fe r to "S erv ic e D iag n o sis C h a rt"
in "FRONT SPRINGS" (SEC. 3C) of th is m anual.
GENERAL SPRING MAINTENANCE
LUBRICATION
Spring le a v e s a r e lu b ric a te d a t tim e of m anu­
fa c tu rin g and r e q u ir e no fu rth e r lu b ric a tio n u n le ss
sp rin g is d is a s s e m b le d . Spring eye o r ra d iu s le af
Figure 1—Rear Springs Installed (Series 4 0 ) (Typical)
bu sh in g s th a t a r e ru b b e r-m o u n te d do not re q u ire
lu b ric a tio n .
TIGHTENING
At r e g u la r in te rv a ls , sp rin g U -b o lts should
be checked and tightened if n e c e s s a ry to to rq u e
lis te d in "S p ecificatio n s" a t end of th is se c tio n .
IMPORTANT: U -b o lts m ust be kept TIGHT
at a ll tim e s to hold axle in p la c e at s p rin g s . O th e r­
w ise , ax le m ay sh ift, causing m isalig n m en t; a lso ,
sp rin g le a f fa ilu re in the v icinity of th e sp rin g
c e n te r bolt could re s u lt.
NOTE
U -b o lts m ust be retig h te n e d to in itia l
to rq u e lis te d in "S p ecificatio n s" a fte r 500
m ile s when new, o r when sp rin g r e p a ir s
a r e m ade.
NOTE: The c e n te r bolt s e rv e s only to hold the
sp rin g to g e th e r w hile in shipm ent and during in ­
s ta lla tio n , and a s a locatin g point when a ssem b lin g
sp rin g to ax le. A fte r asse m b ly , it is s tr ic tly the
function of the U -b o lts to hold the sp rin g and axle
in alig n m en t, and the im p o rtan c e of keeping the
U -b o lts tig h t cannot be o v erem p h a siz ed .
REPAIR OPERATIONS
REAR SPRING REMOVAL (F ig s. 1, 2, and 3)
1. R a ise v eh icle fra m e to tak e w eight off the
sp rin g . M ake s u re veh icle is su p p o rted safely .
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 4B-2

REAR SPRINGS AND SUSPENSION

AUXILIARY SPRING
ASSEMBLY

Figure 2 —Rear Springs Installed (Typical for “ S " M odels)

R em ove r e a r w h eels to p ro v id e a c c e s s to sp rin g
a sse m b ly .
2. Safely su p p o rt ax le on flo o r jack.
3. In sta ll a C - clam p on ra d iu s le a f a s shown
in fig u re 3, to re lie v e lo ad on ra d iu s le a f eye bolt
on 4500 S e rie s v e h ic le s.
4. On 40 S e rie s (se e fig u re 1), at the fro n t
and r e a r h an g er, rem o v e rebound pin r e ta in e r
b o lt, then rem o v e r e ta in e r . In sta ll su ita b le p u lle r
C" CLAMP IAUXILIARY SPRING
SPRING
into tapped hole at end of rebound pin, then rem ove
pin.
5. On "S" S e rie s , rem o v e rebound bo lt nut
and w a sh e r, then rem o v e the rebound bolt (re fe r
to fig. 2).
6. R em ove sp rin g U -bolt nuts, shock a b s o rb e r
b ra c k e t (when used) U -bolt an c h o r p la te and U-
b o lts and U -b o lt s p a c e r, then low er axle slig h tly .
7. R em ove sp rin g eye o r ra d iu s bolt nut and
w a sh e r, then rem o v e sp rin g eye bolt fro m sp rin g
eye o r ra d iu s lea f.
NOTE: When ta p e re d sh im is u sed , th e p o s i­
tio n of sh im th in and th ick edge should be noted so
th a t sh im can be in sta lle d p ro p e rly at a sse m b ly .
8. In sp ec t sp rin g . R ep lace bushing, r e p a ir o r
re p la c e sp rin g unit a s outlined la te r in th is se c tio n .

SPRING L E A F REPLACEM EN T
NOTE: A ux iliary s p rin g s should be d is a s s e m ­
b le d in an a r b o r p r e s s . When a sse m b lin g s p rin g s ,
m ake s u re s p a c e r is in s ta lle d betw een the a u x il­
ia r y and m ain sp rin g .
1. M ark one sid e of sp rin g asse m b ly to a s s u r e
RADIUS LEAF
o rig in a l p o sitio n of s p rin g s when a ssem b lin g .
2. P la c e sp rin g in a v ise and re m o v e sp rin g
FRAME BLOCKING FLOOR JACK clip, bolt, nut, and s p a c e r.
3. F ile peen ed end of c e n te r bolt and rem o v e
Figure 3 —Using C-Clamp at Radius Leaf c e n te r bolt nut.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 4B-3

REAR SPRINGS AND SUSPENSION

4. Open v ise slow ly and c a re fu lly to le t sp rin g

a s s e m b ly expand. W ire b ru s h and clean sp rin g
le a v e s.
5. R ep lace w eak o r b ro k en sp rin g leaf.
6. A lign c e n te r bo lt holes in s p rin g leav es
usin g a long d rift.
7. C o m p re ss s p rin g le a v e s in a v ise , then r e ­
m ove d rift and in s ta ll a new c e n te r bo lt.
8. In s ta ll nut on c e n te r bolt and tighten s e ­
c u re ly . P een end of bolt to p re v e n t nut fro m lo o s­
ening.
9. Align s p rin g s by tapping w ith a h a m m e r.
In sta ll sp rin g clip , b o lts, s p a c e rs , and nuts.

SPRING EYE OR RADIUS L E A F BUSHING Figure 4 —Rem oving Rubber Type Eye Bushing
R EPLA C EM EN T (WITH SPRINGS REMOVED)
to rq u e . R e fe r to "S p ecificatio n s" a t end of th is
S te e l B ack ed R ubber B u sh in g s se c tio n .
R em ove and re p la c e ra d iu s le a f eye bushing
u sin g bushing re m o v e r and in s ta lle r (J-21058 Tool AUXILIARY SPRINGS
Set) a s shown in fig u re s 4 and 5.
Some v e h icles have a u x iliary r e a r s p rin g s
REAR SPRING INSTALLATION w hich a r e n e c e s s a ry fo r c e rta in types of o p e r ­
(R e fe r to F ig s . 1, 2, and 3) a tio n . When u sed , th e a u x ilia ry sp rin g le a v e s o r
1. Set s p rin g a sse m b ly and ta p e re d sh im o r le a f (Single L eaf A uxiliary) a r e in sta lle d above the
s p a c e r (if used) at ax le pad. re g u la r r e a r sp rin g a sse m b ly and a r e held in p la c e
IM PORTANT: T a p e re d sh im m u st be in sta lle d by long U -b o lts. B ra c k e ts a r e in sta lle d on fra m e
on ax le in sa m e p o sitio n th a t w as noted a t re m o v a l. and a r e contacted by th e a u x ilia ry sp rin g to p r o ­
NOTE: If a u x ilia ry s p rin g s a r e u sed , p la ce vide added sta b ility re q u ire d fo r th e s e unusual
s p rin g a sse m b ly and s p a c e r in p o sitio n . conditions.
2. In s ta ll U -b o lt s p a c e r o v e r c e n te r bolt.
3. Seat U -b o lts in s p a c e r g ro o v es, then s e ­ SHOCK ABSORBERS
c u re s p rin g to ax le by in s ta llin g an ch o r p la te s ,
sh o ck a b s o rb e r b ra c k e t (when used) and n u ts on Shock a b s o rb e r s (when used) a r e n o n -a d ju st-
U -b o lts. T ighten nuts to to rq u e lis te d in "S p ecifi­ able and n o n -re p a ira b le . M aintenance o p e ra tio n s
c a tio n s ” at end of th is se c tio n . a r e lim ited to re p la c e m en t of ru b b e r m ounting
4. On ”S" S e rie s , lo w e r fra m e u n til sp rin g g ro m m e ts and p e rio d ic a lly tightening a ll m ount­
e n te r s h an g er w ith s p rin g eye and h an g er hole in g s. If a shock a b s o rb e r beco m es in o p e ra tiv e ,
a lig n ed a t fro n t and s p rin g to u ch es cam su rfa c e of th e co m p lete unit m ust be re p la c e d .
h a n g e r at r e a r . NOTE: When rep la c in g a shock a b s o rb e r,
5. On 40 S e rie s , lo w er fra m e u n til ends of check the m odel nu m b er stam p ed on the unit to
s p rin g e n te r the h a n g e r and touch the cam su rfa c e m ake s u r e it is the sa m e m odel a s the one rem o v ed .
of h a n g e r. C o m p re ss ra d iu s le a f w ith a C -c la m p
(fig. 3) u n til ra d iu s le a f eye and h an g er holes a r e
alig n ed .
6. On 40 S e rie s , to rq u e nut to to rq u e lis te d
in “ S p e c ific a tio n s.” On “ S” S e rie s , to rq u e the
eye b o lt to to rq u e lis te d in " S p e c ific a tio n s .”
7. On 40 S e rie s , rem o v e C -clam p fro m
ra d iu s leaf.
8. On 40 S e rie s , in s ta ll rebound pin at fro n t
and r e a r h a n g e rs. In s ta ll reb o u n d pin r e ta in e r and
s e c u r e w ith r e ta in e r bo lt.
9. On "S" S e rie s , in s ta ll re b o u n d b o lt, w a sh e r,
and nut at r e a r h a n g e r. T ighten rebound b o lt nut
to to rq u e lis te d in " S p e c ific a tio n s.”
10. In s ta ll w h eels.
11. R em ove blocking and lo w er fra m e to p la c e
w eight on s p rin g s . C heck U -b o lt n u ts fo r p ro p e r Figure 5 —Installing Rubber Type Eye Bushing

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 4B-4
REAR SPRINGS A N D SUSPENSION
HENDRICKSON TANDEM REAR SUSPENSION
DESCRIPTION
In th e H en d rick so n RT type su sp en sio n , eq u al­
izing b eam s a r e u se d to tie fro n t and r e a r a x le s
to g e th e r, and p e r m it independent v e rtic a l m ove­
m ent of each ax le a s re q u ire d by ro a d s u rfa c e .
R oad sh o ck s a r e p a r tia lly a b so rb e d th ro u g h u se
of ru b b e r b u sh in g s a t b eam c e n te r, ends, and
to rq u e a r m s . D riv in g and b ra k in g fo rc e s a r e t r a n s ­
m itte d to th e v eh icle c h a s s is through s o lid to rq u e
ro d s and the e q u a liz e r b e a m s. The sp rin g s c a r r y
the load and m ain tain tr a n s v e r s e re la tio n sh ip of
fra m e to ax le. T o rq u e ro d s a r e p o sitio n ed to m ain­
ta in p ro p e r d riv e lin e alig n m en t and s ta b iliz e d r iv ­
ing and b rak in g f o r c e s .
The RT type em b o d ies a sp rin g top sad d le pad
th a t u s e s b o lts to s e c u r e s p rin g to a x le . F ig u re 6
show s ty p ical a rra n g e m e n t of H en d rick so n su sp e n ­
sio n u n its d e sc rib e d .
TANDEM UNIT REM OVAL
AND INSTALLATION
When a m a jo r o v e rh a u l is re q u ire d , th e co m ­
p le te tan d em un it should be rem o v ed fro m th e
fra m e ; how ever, to rq u e ro d s , sp rin g s , equalizing
b e a m s, and o th e r p a r ts m ay be rem o v ed s e p a ra te ly
a s re q u ire d .
CAUTION: Before removing the tan­
dem unit, use jacks and other equipment
to block vehicle securely to prevent axle
assemblies from rolling or pivoting at
equalizer beam ends when torque rods
are disconnected.
REMOVAL (R efer to F ig . 6)
NOTE: The follow ing p ro c e d u re ex p lain s th e
m ethod w hereby th e sp rin g eyes a r e s e p a ra te d
fro m fra m e b ra c k e ts . H ow ever, if fra m e can be
r a is e d to any height and th e sp rin g fo rw a rd b r a c ­
k e ts a r e b o lted to fra m e and not riv e te d , s e p a r ­
atio n can be m ade b etw een b ra c k e ts and fra m e
r a ils . A lso, it would not be n e c e s s a ry to rem o v e
th e fo rw a rd d uals:
1. B lock w heels on r e a r axle and d isco n n ect
b ra k e lin e s fro m a x le s . R a is e and sa fe ly su p p o rt
fo rw a rd ax le , then re m o v e fo rw a rd d u als.
2. D isco n n ect p r o p e lle r sh aft fro m fo rw a rd
r e a r ax le a s explained in "P R O P E L L E R SHAFTS"
(SEC. 4D) of th is m anual.
3. R a ise veh icle fra m e to rem o v e lo ad fro m
sp rin g s . Support fra m e s e c u re ly and rem o v e r e ­
bound bo lt fro m bottom of sp rin g r e a r b ra c k e t.
4. R em ove lock bolt se c u rin g s p rin g pin in
fro n t b ra c k e t. R em ove lu b ric a tio n fittin g fro m
in n e r end of pin. In som e c a s e s pin m ay be r e ­
m oved w ith slid e h am m e r and a d a p te r fro m in n e r
sid e of h an g e r. If th is is not p o ssib le , rem o v e pin
usin g so ft d rift and h a m m e r fro m o u te r sid e of
h an g er.
5. T e m p o ra rily in s ta ll sin g le w heel on each
sid e of fro n t axle so a sse m b ly can be rem o v ed
fro m u n d er c h a s s is .
6. P la c e ja c k s and o th e r equipm ent at each
ax le to p re v e n t axle a s s e m b lie s fro m ro llin g o r
pivoting at e q u a liz e r beam ends when to rq u e ro d s
a r e d isconnected.
7. N ote n um ber of sh im s betw een to rq u e ro d
b ra c k e ts and bogie c r o s s m em b er on RT su sp e n ­
sion to a s s u r e sa m e dim ension a t in sta lla tio n ,
then a t each axle end, rem o v e nut fro m to rq u e ro d
end stu d and d riv e end stu d out of axle b ra c k e t u s ­
ing a soft h a m m e r.
8. U sing a su ita b le ho ist, r a is e r e a r end of
fra m e , and ro ll a x le s, w ith e q u a liz e r b ea m s and
s p rin g s , out fro m u n d er fra m e .
INSTALLATION (R efer to F ig. 1)
1. R oll a x le s and w heels, w ith e q u a liz e r b e am s
and s p rin g s attac h ed , in p o sitio n u n d e r fra m e .
2. L ow er fra m e a s re q u ire d to align sp rin g
fro n t pin w ith b ra c k e t r a is e and su p p o rt fo rw ard
ax le , then rem o v e w h eels. In sta ll sp rin g fro n t pin
th ro u g h b ra c k e t and sp rin g eye, w ith m illed flat
n e a r end of pin aligned w ith lock bolt hole in b r a c ­
k et. U se a soft h am m e r to d riv e pin in.
3. In sta ll sp rin g fro n t pin lock b o lt and nut
and tig h ten firm ly . In s ta ll lu b ric a tio n fittin g in
in n e r end of pin.
4. In s ta ll rebound bo lt in r e a r b ra c k e t.
5. In sta ll to rq u e ro d s to axle b ra c k e ts .
NOTE: When tightening n u ts, ra p b ra c k e t w ith
h a m m e r to d riv e ta p e r of to rq u e ro d stu d into
b ra c k e t. T ighten nut to to rq u e lis te d in "S p ecifi­
c a tio n s" a t end of th is se c tio n .
6. C onnect b ra k e lin e s to each axle assem b ly ;
then connect p ro p e lle r sh aft and check d riv e lin e
a lig n m en t.
7. In sta ll fro n t du als, then rem o v e su p p o rts
fro m u n d er ax le.
8. L u b ric a te sh ack le pin at lube fittin g .
SPRING REPLACEMENT
REMOVAL (R efer to F ig. 6)
1. R em ove duals fro m fro n t and r e a r tan d em s
to fa c ilita te re m o v al of sp rin g eye pin if pin m ust
be d riv en fro m b ra c k e t. R a ise and su p p o rt v eh icle
fra m e to rem o v e load fro m sp rin g s.
2. R em ove rebound bolt fro m bottom of sp rin g
r e a r b ra c k e t.
3. R em ove lock bolt se c u rin g sp rin g pin in
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 4B-5

REAR SPRINGS AND SUSPENSION

TANDEM A XLE SUSPENSION

1 R e a rw a rd R e a r Axle 15 Top Pad Bolt

2 F ra m e B racket (R ear) 16 Top Pad
3 T o rq u e Rod 17 Pin Lock Bolt
4 F ra m e B racket (F ro n t) 18 Spring Pin
5 F ra m e 19 Spring Eye Bushing
6 F o rw a rd R e a r Axle 20 Spring Rebound C lips
7 Beam C e n te r Bushing 21 Spring A ssem bly
8 E qualizing Beam 22 C en ter Bolt
9 Rebound Bolt 23 Spring Saddle
10 Top Pad Bolt Nut 24 Saddle Cap Stud
11 Pad Set Screw 25 Stud Nut
12 Lock Nut 26 Saddle C aps
13 Lock W ash er
14 Top Pad Slide
10

'b ■' B m
COMPONENTS DISASSEMBLED T-6435

Figure 6 —Tandem Rear A x le Suspension (Hendrickson R.T.) (Typical)

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 4B-6

REAR SPRINGS AND SUSPENSION

fro n t b ra c k e t. R em ove lu b ric a tio n fittin g fro m

in n e r end of pin, pin m ay be rem o v ed w ith slid e
h a m m e r. In som e c a s e s it may be n e c e s s a ry to
d riv e pin out w ith soft d rift and h a m m e r fro m
o u te r sid e .
4. On v e h icle s equipped w ith th e "R T " type
su sp en sio n shown in fig u re 6, rem o v e fo u r b o lts
w hich a tta c h sp rin g saddle top p ad to sp rin g saddle;
hold nuts at bottom w hile tu rn in g bolt a t top. L oosen
lo ck n u ts on top p ad s e ts c re w , then loosen s e t­
sc re w and lift top pad and the slid e fro m top of
sp rin g . L ift sp rin g a sse m b ly up and re a rw a rd to
REM O VIN G re m o v e fro m sp rin g sad d le.
INSPECTION O F SPRING
1. Thoroughly w ash sp rin g eye bushings and
b ra c k e t p in s to rem ove a ll old lu b ric a n t. Make
s u re lu b ric a n t p a s s a g e s in p in s a r e open.
2. I n s e rt p in s into p lain bushings in sp rin g
ey es and b ra c k e t and check fo r lo o s e n e s s . If ex­
c e s s iv e lo o se n e ss is evident, p in s and bushings
m u st be re p la c e d . R e fe r to "R eplacing R adius L eaf
Eye B ushing" e a r lie r in th is sec tio n fo r bushing
re p la c e m e n t p ro c e d u re . F ig u re 7 show s a r r a n g e ­
m ent of to o ls fo r rem oving and in sta llin g sp rin g
eye bushing on tandem su sp en sio n .
INSTALLING TPM-7688-1
3. In sp e ct sp rin g asse m b ly fo r bro k en le a v e s.
N os. 1 and 2 le a v e s can be re p la c e d . If o th e r le av es
a r e b ro k en , re p la c e com plete sp rin g a sse m b ly .
Figure 7—Tool A pplication for Replacing
R ep lace bro k en le a v e s a s d ire c te d la te r u n d er
Spring Eye Bushing
" R e p a ir."
4. In sp ect sp rin g fo r lo o se o r b ro k en rebound
c lip s . R ebound c lip s should be tight enough to hold
yr 1 R e a r Spring F ro n t s p rin g le a v e s in alignm ent, but not tight enough to
Pin
r e s t r i c t f r e e m ovem ent of le a v e s.
2 Spring Eye B ushing
5. C heck fo r broken o r lo o se sp rin g c e n te r
3 Spring Eye
b o lt. R eplace o r tighten a s n e c e s s a ry .
4 R e a r Spring F ro n t
6. M ake s u r e m achined s u rfa c e s of sp rin g
B rack et
sa d d le a r e clean. Spring le av es m ust be f r e e of
5 F ra m e Side R ail
r u s t and sc a le build-up if they a r e to be re ta in e d
6 Spring Pin Lock
s e c u re ly by clam p b o lts.
Bolt
SPRING LE A F REPLA CEM EN T
1. S crib e down one sid e of sp rin g s to a s s u r e
o rig in a l p o sitio n of s p rin g s when asse m b lin g la te r ,
then p la c e sp rin g in a v ise o r a rb o r p r e s s , next
to c e n te r bolt.
2. R em ove nuts and b o lts fro m sp rin g r e ­
bound c lip s.
3. F ile off p een ed end of c e n te r b o lt, then
re m o v e nut and b o lt.
4. R e le a se v ise o r a rb o r p r e s s slow ly to
avoid p o ssib le in ju ry . S e p a ra te sp rin g le a v e s and
clean thoroughly, using a w ire b ru sh if n e c e s s a ry .
T-1001
5. R ep lace any bro k en rebound c lip s.
6. R eplace b roken le a f and s ta c k le a v e s in
c o r r e c t o rd e r, applying a thin film of g ra p h ite
g re a s e to each le a f. A lign c e n te r bolt h oles in
Figure 8 —Section Through Spring Eye s p rin g le a v e s w ith long d rift, then c o m p re s s sp rin g
and Front Bracket (Typical) le a v e s in v ise o r a rb o r p r e s s .

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 4B-7

REAR SPRINGS AND SUSPENSION

7. In s ta ll c e n te r b o lt and nut and tighten nut.

P e e n end of bolt to p re v e n t nut lo o sen in g .
8. R em ove sp rin g fro m v ise o r a r b o r p r e s s .
A lign sp rin g le a v e s by tapping w ith h a m m e r; then
in s ta ll rebound c lip s , b o lts, and n u ts. T ighten
enough to hold sp rin g le a v e s in alig n m en t, but not
enough to r e s t r i c t f r e e m ovem ent of le a v e s.

INSTALLATION (F ig. 6)
1. P o sitio n sp rin g a sse m b ly on s p rin g saddle
w ith head of c e n te r bo lt in lo catin g hole in saddle
and w ith s p rin g ends in p la c e in fra m e b ra c k e ts .
2. P la c e top p ad slid e on top s p rin g le a f, then
p o sitio n top pad o v e r s p rin g and sa d d le .
3. In s ta ll top pad to sad d le b o lts and nuts and
1 Bolt
tig h ten snugly. T ighten top p ad s e ts c r e w s to to rq u e 2 A dapter
lis te d in ’’S p e c ific a tio n s" at end of th is se c tio n . 3 End Bushing
4 Equalizing Beam
T ig h ten s e ts c re w lo ck n u ts. 5 Bolt Nut
IM PORTANT: The top p ad s e ts c re w s m u st be 6 C e n te r Bushing
tig h ten ed to sp e c ifie d to rq u e to p ro p e rly s e a t the 7 W asher

s p rin g a g a in st m achined face of sad d le b efo re

to rq u in g to p -p a d -to -s a d d le b o lts.
4. T ighten to p -p a d -to -s a d d le b o lts to to rq u e
lis te d in "S p ec ific a tio n s." Hold nuts at bottom Figure 9 —Equ alizin g Beam Components (Typical)
w hile u sin g to rq u e w ren ch on bolt heads at top.
5. In sta ll sp rin g eye pin thro u g h b ra c k e t and
s p rin g eye, w ith m ille d fla t n e a r end of pin a lig n ­
ed w ith lock bolt hole in b ra c k e t. U se a soft h a m ­
m e r to d riv e pin in fro m o u te r sid e . In sta ll sp rin g
fro n t pin lock bolt and nut w ith w a sh e r and tighten
f irm ly . In sta ll lu b ric a tio n fittin g in in n e r end of
eye pin. F ig u re 8 illu s tr a te s se c tio n through pin,
s p rin g eye, and fra m e b ra c k e t.
6. In sta ll s p rin g rebound bo lt in lo w e r end of
r e a r fra m e b ra c k e t. L u b ric a te sp rin g ends w ith
type of L u b ric a n t and a t p r o p e r in te rv a ls a s d i­
r e c te d in LUBRICATION (SEC. 0) of th is m anual.
R em ove su p p o rt fro m u n d e r fra m e .

EQUALIZIN G BEAM REM OVAL

AND REPAIR
T he follow ing p ro c e d u re s c o v er re m o v a l and
in s ta lla tio n of e ith e r eq u alizin g b eam w ithout r e ­
m oving any o th e r u n its of th e su sp e n sio n sy ste m .
W hen rem o v in g an ax le a sse m b ly , a c c o m p lish only
s te p s re q u ire d to lo o sen ax le a t each end of b eam .

EQUALIZING BEAM REMOVAL (F ig. 9)

1. R a ise and su p p o rt fra m e to rem o v e w eight 1 Beam C enter Bushing 6 Lock Nut
fro m b e a m s. 2 Spring Saddle 7 Set Screw
2. At ax le b ra c k e ts , re m o v e nuts (5), w a s h e rs 3 Spring A ssem bly 8 Equalizing Beam
(7), and b o lt (1). P r y a d a p te rs (2) fro m bushings 4 Spring Saddle Top Pad 9 C ro ss Tube
and b ra c k e ts . 5 Top Pad to Spring 10 Spring Saddle Cap
3. W ith blocking u n d e r b e a m c r o s s tube (fig. Saddle Bolts 11 Stud TPM-8363
10) to su p p o rt w eight of b e a m s, rem o v e sa d d le caps
(fig. 6) a tta c h e d w ith fo u r n u ts and fla t w a s h e rs .
4. L ow er th e c r o s s tube and b e a m s, th en slid e
b e a m s fro m tube ends. Figure 10—Section Through Spring Saddle and Beam

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 4B-8
REAR SPRINGS AND SUSPENSION
Figure 11 —A dapter and Retaining Bolt at A xle Bracket
EQUALIZING BEAM INSPECTION
1. In sp ect b eam end b u sh in g s and b eam c e n te r
b ushing fo r evidence of dam age o r d e te rio ra tio n of
th e ru b b e r. If any dam age is evident, re p la c e b u sh ­
ings a s d ire c te d u n d e r "E q u alizin g B eam B ushing
R ep lacem en t" la te r in th is se c tio n .
2. In sp e c t c r o s s tube and re p la c e if bent o r
w orn.
EQUALIZING BEAM BUSHING
REPLA CEM EN T
P r e s s old bushing out, u sin g a su ita b le d riv e r
o r p r e s s to e x e rt fo rc e on bushing o u te r sle e v e .
P r e s s new bushing into p la c e , ex e rtin g fo rc e on
Figure 12—Equalizing Beam M ounting at A x le Bracket
bushing o u te r sleev e u n til o u te r sle e v e extends an
equal d istan ce through b eam a t both s id e s .
EQUALIZING BEAM INSTALLATION
(R efer to F ig. 9)
1. P o sitio n b e a m s, w ith c r o s s tube in p la c e
at sp rin g sad d le s (fig. 6) and axle b ra c k e ts .
NOTE: At axle end of beam , in s ta ll a d a p te rs
(2, fig. 9) a t each sid e of b ra c k e t and into bushing.
IMPORTANT: The c u t-o ff (flat) sid e of each
a d a p te r m u st be lo cate d in a v e rtic a l p o sitio n as
shown in fig u re 11.
2. In s ta ll bolt and w a sh e r through a d a p te r and
ax le b ra c k e t at each end of equalizing b eam (fig. 11).
NOTE: In sta ll bolt and w a sh e r fro m in n e r sid e
w ith nut lo c ate d tow ard w heels (fig. 11). T ighten
n u ts o r b o lts to to rq u e lis te d in "S p ecificatio n s" at
end of th is se c tio n . F ig u re 12 show s se c tio n through
m ounting.
3. In sta ll sp rin g sad d le caps to a tta c h beam
c e n te r bushing to sp rin g sa d d le . In s ta ll sad d le cap
stu d nuts o r cap s c re w s and tig h ten to to rq u e lis te d
in "S p ec ificatio n s" a t end of th is se c tio n .
TORQUE RODS
P re -lu b r ic a te d , n o n -ad ju stab le to rq u e ro d s
a r e u sed on a ll v e h icles equipped w ith the tandem
su sp e n sio n sy ste m . The to rq u e ro d s s e rv e to m ain­
ta in p ro p e r d riv e line an g les and sta b iliz e driving
and b rak in g fo rc e s .
NOTE: R e fe r to "P R O PE L L E R SH A FT S” (SEC.
4D) in th is m anual fo r d riv e lin e angle adju stm en t
p ro c e d u re .
TORQUE ROD REMOVAL
(R efer to F ig s. 13 and 14)
1. R em ove nuts and w a sh e rs fro m to rq u e ro d
end stu d s.
2. S trik e top of to rq u e ro d b ra c k e ts w ith a soft
h a m m e r to b re a k end stu d s fre e fro m b ra c k e ts .
3. D riv e end stu d s out of b ra c k e ts usin g a
so ft h a m m e r.
S trad d le Mount Type
1. R em ove nut and w a sh e r fro m to rq u e ro d end
stu d .
2. S trik e top of to rq u e ro d b ra c k e t w ith a soft
h a m m e r to b re a k end stu d fro m b ra c k e t.
3. R em ove n u ts, w a s h e rs , s p a c e rs and b ra c k e t
fro m c ro s s m e m b e r.
4. D riv e end stu d fro m b ra c k e t w ith so ft h a m ­
m e r and rem o v e to rq u e rod.
TORQUE ROD INSPECTION
E xam ine b a ll stu d s fo r dam aged th re a d s and
fo r lo o se n e ss in bushings in to rq u e ro d ends. If any
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 4B-9

REAR SPRINGS AND SUSPENSION

Figure 13—Torque Rod Installation

dam ag e o r lo o s e n e ss of bu sh in g s is evident, the 2. In sta ll b ra c k e t, s p a c e rs , to rq u e rod, nuts

c o m p lete to rq u e ro d a sse m b ly should be re p la c e d . and w a s h e rs and tig h ten to to rq u e lis te d at end of
In sp ect ta p e re d s u rfa c e s on to rq u e ro d end th is se c tio n .
s tu d s and in fra m e and axle b ra c k e ts fo r w e a r. R e ­
DEFORMED THREAD TYPE
p la c e b ra c k e t if lo o s e n e s s o r e x c e ssiv e w e a r is
L O C K NUT (2 R E Q ’D) TIGHTEN TO
evid en t. R em ove a ll b u r r s , g re a s e , p ain t, o r o th e r CROSSM EM BER 90-110 FT.-LBS. TO RQ U E
fo re ig n m a te ria l fro m b ra c k e t h o les o r stud ta p e r
b e fo re to rq u e ro d in sta lla tio n .
F o r fra m e b ra c k e t re m o v a l (if n e c e ssa ry ) r e ­
m ove se lf-lo c k in g n u ts fro m b o lts attach in g b ra c k e t
to c ro s s m e m b e r. N ote the n u m b er and p o sitio n s of
sh im s o r s p a c e r s (if used) betw een b ra c k e t and
f ra m e c ro s s m e m b e r, and re m o v e b ra c k e t.

TORQUE ROD INSTALLATION (F ig s. 13 and 14)

1. In s ta ll to rq u e ro d b ra c k e t on fra m e c r o s s ­ TORQUE ROD REIN FO RCIN G
m e m b e r if re m o v ed , and tig h ten nuts to to rq u e FRAME BR A C KET PLATE
lis te d a t end of th is se c tio n .
HARDENED W ASHER
IM PORTANT: U se sa m e n u m b er of s p a c e rs o r {.090 THICK)
s h im s a s p re v io u sly u s e d to a s s u r e o rig in a l d riv e FOR AXLE A N G LE
lin e a lig n m en t. ADJUSTM ENT
2. In s ta ll to rq u e ro d w ith end stu d s in s e rte d U R ETH AN E SEA L
th ro u g h b ra c k e ts a t ax le and c ro s s m e m b e r. In sta ll
nut and w a sh e r on each end stud.
3. W ith w eight of unloaded v eh icle on su sp e n ­
sio n , tig h ten b a ll stu d n u ts to 350-400 foot-pounds
to rq u e .
4. S trik e to rq u e ro d b ra c k e ts w ith a soft ham ­
m e r to s e a t ta p e re d s u rfa c e s , and re to rq u e .
T-8029
S tra d d le Mount Type
1. In s ta ll b a ll stu d in ax le b ra c k e t w ith w a sh e r
and nut. Figure 14—Straddle Type Torque Rod

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 4B-10

R E A R S P R IN G S A N D S U S P E N S IO N

SPECIFICATIONS
REAR SUSPENSION SPECIFICATIONS
SPRING EYE BUSHING—(40) (Steel Backed Rubber Type).................................................................................................(W idth)...............3.270"-3.300"
(O.D.) 1.750M.755"
(I.D .)..................0.940"-0.950"
RADIUS LEAF BUSHING—(All 40) (Steel Backed Rubber T yp e )................................................. (5/g" x 18 Bolt Size) (W idth)...............2.725"-2.750"
(O.D.)................ 1.375"-1.380"
(I.D .)..................0.627"-0.632"
(1" x 14 Bolt Size) (W idth)..............3.215"-3.240"
(O .D.)................ 1.815"-1.821"
(I.D .)..................1.002"-1.009"

TORQUE SPECIFICATIONS
PART FT. LBS. TORQUE
Spring U-Bolt Nuts (All “ C /S ” Series)............................................................................................................................................................................. 250-350
(All “ T” Series)...................................................................................................................................................................................190-210
Shock Absorber Nuts (when used) Upper N u t................................................................................................................................................................ 85-90
Lower N u t................................................................................................................................................................. 25-30
Rear Spring Radius Leaf Bolt Nut Bolt Nut (All 40 Series).................................................................................................................................... 175-225
(All T Series)....................................................................................................................................................................................................................... 290-320
(All “ C /S ” Series with 5/8" x 18 B o lt)........................................................................................................................................................................... 60-80
(All “ C /S ” Series with 1" x 14 B o lt)............................................................................................................................................................................. 150-200
Rebound Pin Retainer Bolt (All Except “ T ” Series)........................................................................................................................................................ 10-14
( “ T” Series)
5 0 ......................................................................................................................................................................................... 5-10
6 0 ......................................................................................................................................................................................... 20-25
Rear Axle Bumper Bolt Nuts (All Except "T ” Series).................................................................................................................................................... 6-8
(“ T ” Series)........................................................................................................................................................................ 10-12

HENDRICKSON TANDEM SUSPENSION SPECIFICATIONS

Spring Eye Bushing

*Ream at assembly.

HENDRICKSON (SERIES RT) TORQUE SPECIFICATIONS

Ft. Lbs.
Spring Center B o lt................................................................Bolt 7/i6 " -2 0 50-60
Bolt 1/2"-20 65-75
Spring Saddle Top Pad B o lt............................................... Nut 275-300
Spring Saddle Cap Stud....................................................... - 55-65
Nut 275-300
Nut* 225-275
Spring Saddle Top Pad Set Screw..................................... — 100-150
Rear Spring Rear Rebound B o lt......................................... Nut 40-50
Rear Spring Front Pin Lock B o lt........................................Nut 30-40
Equalizing Beam End A dapter............................................Bolt 300-320
Nut 190-210
Torque Rod to Axle Housing S tu d .....................................Nut 110-120
Torque Rod Bracket to Side Rail Lower Flange B o lt.... Nut 40-50
Torque Rod Bracket to Crossmember...............................Bolt 100-120
Vs" x 1190-110 Straddle Mount
V 2 "x l3 50-60 Straddle Mount
Torque Rod Ball Stud...........................................................Nut 450-500
*With Hardened Washers.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 SECTION 4C
(lean. <SuLi and f^eaAinai
DESCRIPTION
R e a r hubs on a ll s e r i e s tru c k s a r e m ounted to
a x le housing tube on opposed ta p e re d r o lle r b e a r ­
in g s a s shown in fig u re 2. H ubs, b e a rin g s , and oil
s e a ls a r e id en tified w ith the type of r e a r ax le. R e ­
f e r to "S erv ic e P a r t s Id en tificatio n D e ca l" to d e­
te rm in e type of ax le u se d on a sp e c ific veh icle.
M ounting p a r ts (m ainly b e a rin g s, s e a ls , and
sle e v e s) a r e of p r im a r y im p o rta n c e . B ra k e drum
m ounting b o lts, stu d s, and n u ts d iffe r in type and
th e ir m ethod of in s ta lla tio n on th e v a rio u s s e r ie s
v e h ic le s w ill v a ry .
NOTE: A LL HUB AND BEARING ATTACH­
MENTS, ARE IM PORTANT ATTACHING PARTS
IN THAT THEY COULD A F F E C T THE PER FO R M ­
ANCE O F VITAL COMPONENTS AND SYSTEMS,
AND/OR COULD RESULT IN MAJOR REPAIR EX­
P E N SE . THEY MUST BE REPLA C ED WITH PARTS
O F THE SAME PA R T NUMBERS OR WITH EQUIV­
A LEN T PARTS IF R EPLA C EM EN T BECOMES
NECESSARY. DO NOT USE R EPLA CEM EN T
PA RTS O F LESSER QUALITY OR SUBSTITUTE
DESIGN. TORQUE VALUES MUST BE USED AS
SPE C IFIE D DURING REASSEMBLY TO ASSURE
PR O P E R RETENTION O F THESE PARTS.
BEARING MAINTENANCE
A ll w heel b e a rin g s a r e a d ju sta b le fo r w e a r.
S a tis fa c to ry o p e ra tio n and long life of b e a rin g s
depend upon p r o p e r a d ju stm e n t and c o r r e c t lu b r i­
catio n . If b e a rin g s a r e ad ju ste d too tig h t, they w ill
o v e rh e a t and w e a r ra p id ly . L oo se a d ju stm e n t w ill
c a u se pounding and w ill a ls o c o n trib u te to s te e rin g
d iffic u ltie s, uneven t ir e w e a r, and in efficien t b ra k e s .
B e a rin g ad ju stm e n t should be checked at re g u la r
in sp e c tio n p e rio d s .
Hubs and b e a rin g s should be clean ed , in sp e c t­
ed, and lu b ric a te d w h en ev er hubs a r e re m o v ed , o r
a t in te rv a ls in d ic a te d in LUBRICATION (SEC. 0)
of th is m anual.
CLEANING
W ith a s tiff b r is tle b ru s h and cleaning so lvent,
thoroughly clean b e a rin g s and hubs, m aking s u r e
th a t a ll old lu b ric a n t and d ir t is rem o v ed . Check
b e a rin g s and cups, re p la c e dam aged p a r ts .
PACKING
Som e w heel b e a rin g s a r e lu b ric a te d fro m axle
d iffe re n tia l a f te r th e in itia l lu b ric a tio n . H ow ever,
w hen ev er w heel hub is rem oved, b e a rin g s should
be cleaned, in sp e cte d , and re -lu b ric a te d . Some
r e a r w heel b e a rin g s re q u ire cleaning, insp ectio n ,
and lu b ric a tio n a t re g u la r in te rv a ls a s sp e c ifie d
on lu b ric a tio n c h a rts .
When packing by hand, be s u re th a t lu b ric a n t
is kneaded betw een r o lle r s and r a c e s . A m echan­
ic a l lu b ric a to r can be used; how ever, b e a rin g s
m u st be thoroughly lu b ric a te d .
DO NOT FIL L HUB. Coat in sid e hub and axle
sp in d le w ith thin coat (1 /8 " thick) of g re a s e to r e ­
ta r d ru stin g . Allow so m e e x ce ss g re a s e at in n e r
sid e of b e a rin g s and a ro u n d adjusting nut. DO NOT
PACK HUB WITH GREASE. The lu b ric a n t applied
to b e a rin g s is su fficien t to pro v id e lu b ric a tio n
un til next s e r v ic e p e rio d .
New hub oil s e a ls should be in sta lle d when
s e rv ic in g b e a rin g s if th e re is the s lig h te s t in d i­
cation of w e a r o r dam age. An im p e rfe c t se a l may
p e r m it b e a rin g lu b ric a n t to re a c h b ra k e lin in g s,
re su ltin g in faulty b ra k e o p eratio n and n e c e s s ita t­
ing p re m a tu r e re p la c e m e n t of lin in g s.
BEARING ADJUSTMENT
BEARING ADJUSTMENT CHECK
B e fo re checking w heel b e a rin g ad ju stm e n t,
m ake s u re b ra k e s a r e fully r e le a s e d and do not
ADJUSTING
LOCKNUT BEARING
I m
lit-I ifII
jf
NUT WASHER
LOCK
ADJUSTING
BEARING
NUT
A
y
T-8 96
Figure 1—Rear W heel Bearing A dju stin g Nuts
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 4C-2

REAR HUBS AND BEARINGS

H 110, H I 3 5 , A X LES~ w /D IS C WHEELS H I 50, T150 A X L E S -w /D IS C WHEELS

H170, T170, 17121. 17221. 18121, 18221, 19101, 19201,

H I 50, T150 A X L E S -w /C A S T WHEELS 3 0 D S C , 34D SC AXLES— w /D ISC W HEELS

1 Axle Shaft 20 Stud

2 Cap Screw 21 Lock Nut
3 Dowel 22 Oil Shield
4 Lock Nut 23 Inner B earing Cup
5 W asher 24 Inner B earing Cone
6 G asket and R o lle rs
7 Axle Shaft S pacer 25 Oil D eflecto r
8 Nut Lock 26 Inner Oil Seal
9 Lock Nut 27 Seal Ring
10 A djusting Nut 28 Oil Seal Sleeve
11 A djusting Nut W asher 29 In n er Nut
12 O uter B earing Cone 30 O uter Nut
and R o lle rs 31 W heel R im Clam p
13 O uter B earing Cup 32 W heel R im Clam p
14 Snap Ring Stud
15 Hub 33 W heel R im
16 W heel N uts 34 W heel R im S p acer
17 W heels 35 Hub Cap
18 Brake D rum 36 Axle Shaft Flange
H170, T170, 17121, 17221, 18121, 18221, 19101, 19201,
19 Bolt Stud T-7130
30DSC, 34DSC A X L E S — w /C A S T W H EELS

Figure 2 —Rear Hubs, Bearin gs, and O il Seals

CHEVROLET 40-60 TRUCK SERVICE MANUAL


d ra g . J a c k up ax le u n til ti r e s c le a r the flo o r. R e ­
m ove ax le sh a fts a s d ire c te d in "REAR AXLES"
(SEC. 4A) of th is m anual.
C heck b e a rin g play by g ra sp in g t i r e at top and
p u llin g back and fo rth , o r by u sin g a p ry b a r u nder
t i r e . If b e a rin g s a r e p ro p e rly ad ju sted , m ovem ent
of b ra k e drum in re la tio n to backing p la te o r b ra k e
s p id e r w ill be b a re ly n o ticeab le and w heel w ill
tu rn fre e ly . If m ovem ent is e x c e ssiv e , ad ju st a s
follow s:
ADJUSTM ENT
1. J a c k up ax le and rem o v e ax le shaft a s
d ire c te d in "REAR AXLES" (SEC. 4A) of th is m anual
2. R em ove b e a rin g lock nut and nut lock.
3. W ith a w ren ch , tig h ten ad ju stin g nut to
to rq u e lis te d in "S p ec ific a tio n s," w hile the w heel
is being ro ta te d in both d ire c tio n s to c o rre c tly
p o sitio n th e b e a rin g s .
4. B ack off th e ad ju stin g nut 1 /8 to % tu rn .
5. In s ta ll b e a rin g ad ju stin g nut lock, re fe rr in g
to fig u re 1.
a . If v eh icle is equipped w ith type shown in
V iew A, fig u re 1, alig n n e a r e s t s lo t in adju stin g
nut w ith sh o rt tang on nut lock and bend tang into
s lo t on nut. In s ta ll lo ck nut w ith s lo ts outw ard and
tig h ten to to rq u e lis te d in "S p ec ific a tio n s." Then
bend ta n g s of nut lo ck into s lo ts in lo ck nut and
a d ju stin g nut.
b. If veh icle is equipped w ith type shown in
V iew B, fig u re 1, alig n fla t on ad ju stin g nut w ith
n e a r e s t lip of nut lock. M ake s u r e w heel tu rn s
fre e ly ; then in s ta ll nut lo ck and lock nut. T ighten
lo ck nut to to rq u e lis te d in "S p ec ific a tio n s." Bend
one lip of nut lo c k o v e r one fla t on each nut.
6. A fte r com pleting b e a rin g a d ju stm e n t, r e ­
ch eck ad ju stm e n t to m ake s u r e w heel tu rn s fre e ly .
F in a l b e a rin g ad ju stm e n t should be w ithin 0.001"
to 0.007" end p lay .
7. In sta ll ax le sh aft a s d ire c te d in "REAR
AX LES" (SEC. 4A) of th is m anual.
REAR HUB AND BEARING REMOVAL
(R efer to F ig u re 2)
1. J a c k up r e a r ax le and rem o v e t i r e and r im
a s s e m b ly on v e h ic le s having c a s t w h eels. R em ove
t i r e and w heel a s s e m b ly fro m tru c k s having ven t­
ila te d d isc o r Budd type w h eels.
2. If b ra k e d ru m is dem ountable type, rem o v e
b ra k e d ru m .
3. R em ove ax le sh a ft a s d ire c te d in "REAR
AXLES" (SEC. 4A) of th is m anual.
TY PES D AND E
1. R em ove lo ck nut, nut lock, and adju stin g
nut fro m ax le housing tube.
2. On Type E in fig u re 2, lift w heel (hub) and
Sec. 4C-3
REAR HUBS AND BEARINGS
d ru m a sse m b ly s tra ig h t off axle housing, using
c a re to p re v e n t o u te r cone and r o lle r a sse m b ly
fro m dropping out of hub. R em ove o u te r b e a rin g
cone and r o lle r fro m hub.
3. On Type D in fig u re 2, c a re fu lly pull hub
a sse m b ly stra ig h t off axle housing, usin g c a r e to
p re v e n t o u te r cone and r o lle r asse m b ly fro m d ro p ­
ping out of hub. R em ove o u te r b e a rin g cone and
r o lle r fro m hub.
4. P u ll in n e r oil se a l out of hub, then lift out
in n e r b e a rin g cone and r o lle r a sse m b ly . D isc a rd
oil se a l.
5. C lean, in sp e ct, and r e p a ir p a r ts a s d ire c te d
la te r u n d er "C leaning, In sp ectio n , and R e p a ir."
TY PES A, B ,A N D C
1. R a ise tang of nut lo ck out of slo t in lock
nut; then usin g w heel b e a rin g nut w rench lis te d in
SPECIAL TOOLS a t end of th is m anual, rem o v e
lock nut.
2. R em ove nut lock, b e a rin g adju stin g nut, and
w a sh e r fro m ax le housing.
3. C arefu lly pull w heel (hub) and d rum a s s e m ­
bly o r hub off axle housing.
4. U sing a m ild s te e l ro d through o u te r end of
hub, d riv e a g a in st in n e r b e a rin g cup to d riv e in n e r
cone and r o lle r a sse m b ly and oil s e a l out of hub.
D riv e a lte rn a te ly on opposite sid e s of cup to p r e ­
vent cocking of cup in hub. D is c a rd o il se a l.
5. U sing a m ild s te e l ro d through in n e r end of
hub, tap o u te r b e a rin g cup outw ard away fro m the
snap rin g ju st enough to rem o v e ten sio n on snap
rin g .
6. R em ove the snap rin g , using T r u - a r c o r
snap rin g p lie r s through in n e r end of hub.
7. U sing a m ild s te e l ro d ag a in st o u te r end of
axle sh aft s p a c e r, d riv e o u te r b ea rin g out of hub.
C a re m ust be taken to engage edge of s p a c e r w ith
punch and not dam age b e a rin g se a t in hub. A lte r­
n ately d riv e on opposite sid e s of s p a c e r to avoid
cocking b e a rin g cup in hub.
8. C lean, in sp e c t, and r e p a ir p a r ts a s follow s:
CLEANING, INSPECTION,
AND REPAIR
CLEANING
1. Im m e rs e b e a rin g a s s e m b lie s in su ita b le
cleaning so lv en t. C lean w ith stiff b ru s h if n e c e s ­
s a ry to rem o v e old lu b ric a n t. Blow b e a rin g s dry
w ith c o m p re s s e d a ir , d ire c tin g a ir s tr e a m a c ro s s
b e a rin g s . Do not spin b e a rin g s w hile blowing th em
d ry .
2. T horoughly clean a ll lu b ric a n t out of in sid e
of hub and w ipe d ry . M ake s u r e a ll p a r tic le s of
g a sk e t a r e rem oved fro m o u te r end of hub, and th at
a ll se a lin g com pound is cleaned out of o il se a l
b o re in in n e r end of hub.
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 4C-4
REAR HUBS AND BEARINGS
3. C lean lu b ric a n t off ax le housing tu b e.
4. W ash s m a ll p a r t s su ch a s n u ts, s p a c e r s ,
and nut lo ck s in clean in g solv en t and w ipe d ry .
INSPECTION
1. In sp ect b e a rin g s fo r e x c e ssiv e w e a r, c h ip ­
ped edges, o r o th e r dam ag e. Slowly r o ll th e r o lle r s
aro u n d cone to d e te c t any fla t o r rough sp o ts. R e ­
p la c e dam aged p a r t s . If e ith e r th e cone and r o lle r
asse m b ly o r th e cup of th e r o lle r b e a rin g s a r e
dam aged, th e co m p lete b e a rin g a sse m b ly m u st be
re p la c e d .
2. E xam ine b e a rin g cups w hich a r e s till in ­
s ta lle d in hub. If cups a r e p itte d o r c ra c k e d , they
m u st be re p la c e d a s d ire c te d la te r u n d e r ''R e p a ir .”
3. E xam ine oil s e a l sle e v e (when used) on
w hich th e hub in n e r oil s e a l lip w ipes fo r evidence
of w e a r o r ro u g h n e ss. If any dam age is evident,
sle e v e m ust be re p la c e d . O il se a l s le e v e s a r e r e ­
p lac ed a s d ire c te d la t e r u n d e r " R e p a ir .”
4. E xam ine ax le sh a ft flange stu d s (Views D
and E , fig. 2) fo r d am aged th re a d s o r b ent stu d s.
C lean up th re a d s o r re p la c e stu d s a s n e c e s s a ry .
On View s A, B and C, fig u re 2, check fo r dam aged
th re a d s in tapped h o les in o u te r end of hub. If
th re a d s a r e dam aged, h o les can be fille d , d rille d ,
and tapped, o th e rw ise hub m u st be re p la c e d . On
hubs having in te rn a l sp lin e s, check condition of
sp lin e s in o u te r end of hub. If any dam age is e v i­
dent, re p la c e hub.
5. E xam ine b ra k e d ru m s fo r s c o rin g o r o th e r
dam age. N on-dem ountable b ra k e d ru m s can be r e ­
fin ish ed w hile m ounted on h ubs.. If n e c e s s a ry to
re p la c e b ra k e d ru m r e f e r to " R e p a ir” la t e r in th is
se ctio n .
6. E xam ine w heel stu d s o r r im clam p stu d s
fo r dam aged th re a d s and re p la c e , if n e c e s s a ry , a s
d ire c te d la te r u n d e r " R e p a ir."
7. D is c a rd old o il s e a ls and o b tain new oil
s e a ls to be u se d a t a s se m b ly .
R EPA IR
B e a rin g Cup R ep lacem en t
1. B e a rin g cups a r e rem o v ed by u sin g a m ild
s te e l ro d through o p p o site end of hub and d riv in g
a g a in st in n e r edge of b e a rin g cup. A lte rn a te ly
d riv e on op p o site sid e s of cup to avoid cocking cup
and dam aging in sid e of hub.
2. To in s ta ll new cu p s, p o sitio n cup in hub
and d riv e into p la c e , u sin g a su ita b le d r iv e r o r by
u sin g a m ild s te e l ro d a g a in st o u te r edge of cup.
If d rift is u se d , a lte rn a te ly d riv e a g a in st o pposite
s id e s to a s s u r e driv in g cup in s q u a re ly . Cups m u st
s e a t firm ly a g a in st sh o u ld e r in hub. Hub Stud R ep lacem en t
Hub stu d s can be re m o v ed and re p la c e d by
In n e r O il S eal Sleeve R ep lacem en t u sin g a conventional stu d re m o v e r and r e p la c e r.
1. To re m o v e oil s e a l s le e v e (when used) tap M ake s u r e th at stu d s a r e firm ly bottom ed in h o les
sle e v e a ro u n d e n tire c irc u m fe re n c e w ith h a m m e r and th a t th re a d s a r e not dam aged during in sta lla tio n .
to s tr e tc h the m etal; then u se a blunt c h ise l to cut
into the sle e v e in n e r flange. T h is w ill lo o sen the
sle e v e sufficien tly to p e rm it re m o v a l.
IM PORTANT: DO NOT dam age ax le housing
tube when ch iselin g on sle e v e .
2. Slide new sle e v e o v e r axle housing tube,
then using ax le oil s e a l sle e v e d riv e r s e t (J-3 8 2 2 -
02), d riv e sle e v e into p la c e . U se c a re not to dam age
su rfa c e on sle e v e w hich w ill be co n tac ted by the
in n e r oil s e a l.
B ra k e D ru m R eplacem en t
1. D em ountable T ype. The dem ountable type
d ru m m ay be s e p a ra te d fro m the hub and rem o v ed
fro m the v eh icle w ithout d istu rb in g the axle shaft
and hub. The drum is held to the hub by c o u n te r­
sunk, slo tte d s c re w s , w hich a r e e a sily rem o v ed
w ith a s c re w d riv e r.
2. N on-D em ountable T ype. C o n stru c tio n of the
n o n -dem ountable type hub and d ru m a sse m b ly is
su ch th at re p la c e m e n t cannot be a cco m p lish ed w ith
th e hub a sse m b ly in s ta lle d on the v eh icle.
a . S ep ara te the d ru m s and hub by rem oving
the d ru m -to -h u b re ta in in g b o lts, hub stu d n u ts, o r
by p re s s in g out the w heel stu d s, a s ap p lica b le.
b. P o sitio n b ra k e d ru m to hub a sse m b ly , m ak­
ing c e rta in th a t a ll d ra in holes a r e in alignm ent.
c. Apply a lig h t, even coating of se a lin g co m ­
pound to the hub oil d e fle c to r contact s u rfa c e , and
p o sitio n d e fle c to r to d ru m .
d. In s ta ll d ru m -to -h u b re ta in in g b o lts, hub
stu d n u ts, o r p r e s s w heel studs into d ru m , a s a p ­
p lic a b le .
W heel B olt R ep lacem en t
W heel b o lts a r e s e r r a te d and may a lso be
sw aged in p la ce ; how ever, re p la c e m e n t p ro c e d u re
re m a in s th e sam e fo r both ty p es of in sta lla tio n .
P r e s s b o lts out of hub flange, using su ita b le p r e s s ,
then p r e s s new b o lts into p la c e , m aking s u r e b o lts
a r e a tig h t fit. If a ll b o lts w e re rem o v ed , be s u re
th a t hub o il d e fle c to r is in p o sitio n u n d er bolt h ead s.
IM PORTANT: If any w heel e x p e rie n c e s a
sin g le stu d fa ilu re , cau sed by a lo o se running w heel,
a ll w heel stu d s should be re p la c e d .
A lo o se running w heel m ay c a u se only one
stu d to b re a k , but s e v e r a l m o re stu d s may b ecom e
fatigued to the p o in t of fa ilu re , but not actu ally
b re a k in g . R eplacing only th e one b ro k e n stu d and
rem o u n tin g w heel w ill then s e t the sta g e fo r a
seco n d and p o ssib ly m o re s e r io u s fa ilu re . If holes
in w heel have becom e elongated o r e n la rg e d , r e ­
p la c e w heel.
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 4C-5

REAR HUBS AND BEARINGS

REAR HUB AND BEARING
INSTALLATION
(R efer to F ig u re 2)
A fte r com pleting clean in g , in sp ectio n , and r e ­
p a ir o p e ra tio n s , lu b ric a te b e a rin g s , axle housing
tu b e, and in sid e of hub a s d ire c te d in LUBRICA­
TION (SEC. 0) of th is m anual. C oat lip of oil se a l
and s u rfa c e co n tacted by s e a l lip w ith w heel b e a r ­
ing g r e a s e o r equivalent.
T Y PE D AND E (Fig. 2)
1. P o sitio n in n e r b e a rin g cone and r o lle r in
hub o r w heel (hub) and d ru m a s s e m b ly . Coat oil
s e a l c a s e w ith a th in la y e r of n o n -h ard en in g s e a l­
ing compound; then p r e s s s e a l in hub u n til s e a l lip
s e a ts a g a in st hub. Seal lip m ust point in w ard and
d riv in g tool u se d m u st e x e rt fo rc e on o u te r edge
of o il s e a l.
2. M ake s u r e o il s e a l sle e v e is in p la c e on
ax le housing. P la c e w heel (hub) and d ru m a s s e m ­
bly o r hub on ax le housing tube u sin g c a re not to
dam age th e in n e r oil s e a l.
3. P la c e o u te r b e a rin g cone and r o lle r a s s e m ­
bly on ax le housing tube and p r e s s firm ly into
p la c e . In s ta ll b e a rin g ad ju stin g nut, nut lock, and
lo c k nut on ax le housing tu b e.
4. In s ta ll t i r e and r im a s s e m b lie s o r t i r e and
w heel a s s e m b lie s . A djust w heel b e a rin g s a s p r e ­
v io u sly d e s c rib e d u n d e r "B ea rin g A d ju stm en t."
5. In s ta ll ax le s h a fts a s d ire c te d in "REAR
AXLES" (SEC. 4A). A djust b ra k e s a s d ire c te d in
BRAKES (SEC. 5) of th is m an u al.
TY PES A. B , AND C
(R efer to F ig . 2)
1. F ro m in n e r end of hub p la c e ax le sh aft
sp a c e r in hub, in s ta ll o u te r b e a rin g cone and r o lle r
asse m b ly ; then in s ta ll o u te r b e a rin g cup w ith thin
edge of cup to w ard o u te r end of hub u n til it c le a r s
the snap rin g groove, using a su ita b le sle e v e . In ­
s ta ll th e snap rin g in groove in hub.
2. U sing a punch, d riv e axle sh aft s p a c e r to
fo rc e o u te r b e a rin g cup back a g ain st the snap rin g .
IMPORTANT: T h is p ro c e d u re m ust be follow ­
ed to a s s u r e a w heel b e a rin g adju stm en t th a t w ill
not w ork lo o se .
3. P la c e in n e r b e a rin g cup in hub w ith wide
sid e of cup to w a rd in sid e of hub. P r e s s cup into
hub u n til it s e a ts a g a in st sh o u ld er in hub, usin g a
su ita b le sle e v e .
4. P r e s s new oil se a l into hub flu sh o r un til it
s e a ts a g a in st b e a rin g cup, on ty p e s shown in V iew s
B , and C, in fig u re 2, m ake s u re s e a l rin g is in
p la c e in axle housing.
5. C are fu lly in s ta ll w heel (hub) and d rum a s ­
sem b ly o r hub.
6. In s ta ll a d ju stin g nut w a sh e r, adju stin g nut,
nut lock, and lo ck nut on axle housing tube. In sta ll
b ra k e d ru m if p re v io u sly rem oved.
7. In sta ll t i r e and rim a sse m b lie s o r t i r e and
w heel a s s e m b lie s . A djust w heel b e a rin g s a s p r e ­
viously d e sc rib e d u n d er "B earin g A d ju stm e n t."
8. In s ta ll axle sh a fts a s d ire c te d in "REAR
AXLES" (SEC. 4A). A djust b ra k e s a s d ire c te d in
BRAKES (SEC. 5) of th is m anual.

SPECIFICATIONS

TORQUE SPECIFICATIONS
ADJUSTING NUT FT. LBS.
All Axles Except Corp. H-110.............................................................. .. 50
Corp. H-110............................................................................................................. 75-100
LOCK NUT
W/Rockwell and Eaton........................................................................................100-150
W Corp. T, H-150.........................................................................................................135
W/Corp. H-110..............................................................................................................250

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 4C-6

REAR HUBS AND BEARINGS

IMPORTANT
At in s ta lla tio n , alw ays coat the o il se a l b o re
in hub w ith a th in la y e r of non-h ard en in g sealin g
com pound and alw ays be s u re th a t the oil s e a ls
a r e p ro p e rly se a te d .

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 SECTION 4D
P>v&peUesi SUajjU
DESCRIPTION
Pow er is tra n s m itte d fro m tra n s m is s io n to
r e a r axle thro u g h one o r m o re p ro p e lle r shaft and
u n iv e rs a l jo in t a s s e m b lie s (fig. 1). The num ber of
p ro p e lle r sh a fts and u n iv e rs a l jo in t a s se m b lie s
v a ry w ith v eh icle w h e e lb a se s and com bination of
tr a n s m is s io n and r e a r axle equipm ent.
PROPELLER SHAFTS (F ig . 1)
All p ro p e lle r sh a fts a r e tu b u la r ty p e. A sp lin ed
slip jo in t is p ro v id ed in each d riv e lin e . If a single
p ro p e lle r sh aft is u sed , slip jo in t is at tr a n s m is ­
sio n end of shaft; if two o r m o re sh a fts a re used,
slip jo in t is at fo rw a rd end of r e a r sh aft. End of
slip yoke is se a le d by a c o rk w a sh e r, held in p la ce
by a s te e l w a sh e r and a d u st cap w hich th re a d s
onto end of yoke. Fixed yoke m ay be e ith e r w elded
to p ro p e lle r shaft tube o r it m ay be sp lin ed to a
stub sh aft and se c u re d w ith a nut and c o tte r pin
a s shown in fig u re 2. It is reco m m en d ed th a t a
s c rib e m a rk be m ade on slip yoke and sh aft to p r o ­
vide fo r alignm ent of yokes la te r a t assem b ly .
UNIVERSAL JOINTS (F ig. 1)
Two ty p es of u n iv e rsa l joint a s s e m b lie s a re
u sed on v e h ic le s c o v e re d by th is m anual. R efe r to
"S p ec ific a tio n s” a t end of th is se c tio n fo r type of
joint u sed on any vehicle w ith sta n d a rd equipm ent.
R e fe r to app licab le P a rts Book fo r u n iv e rs a l joint
application w ith optional tra n s m is s io n and a x le s.
U n iv ersal jo in ts a r e d e sc rib e d as follow s:
Jo in t b e a rin g c a g e s a re re ta in e d in yoke
flan g es on p ro p e lle r sh aft by snap rin g s . B earings

TYPICAL SINGLE PROPELLER SHAFT INSTALLATION

15

TYPICAL DOUBLE PROPELLER SHAFT INSTALLATION

1 Tube A sse m b ly 6 Yoke 11 R ubber C ushion

2 B e a rin g R o lle rs 7 "U ” B olt Nut 12 C e n te r B e a rin g S upport
3 B e a rin g 8 "U " B olt 13 C e n te r B ea rin g
4 U n iv e rsa l Jo in t Jo u rn a l 9 G re a s e R e ta in e r G uard 14 D ust Cap
5 Snap Ring 10 G re a se R e ta in e r 15 C ushion R e ta in e r
TPM-3603-2

Figure 1—Typical Propeller Shaft and U niversal Joints

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 4D-2
PROPELLER SHAFTS
SERVICE DIAGNOSIS CHART
CONDITION POSSIBLE CAUSE
P ro p e lle r Shaft V ib ratio n 1. P ro p e lle r Shaft Out of Balance.
2. P arking Brake D rum Out of Balance.
3. D isto rte d o r D am aged Y okes.
4. Y okes Out of P a ra lle l to Each O ther.
U n iv e rsa l Jo in t N oise 1. C e n te r Bearing W orn.
2. W orn U n iv e rsa l Jo in t B earings.
3. Im p ro p e r L u b ric a tio n .
4. L oose Flange Bolts.
at oppo site end of p ro p e lle r sh aft a r e a tta c h e d to
jo u rn a l c r o s s w ith snap rin g s and U -b o lts, lock
w a s h e rs and n u ts . A v isu a l in sp ectio n m u st be
m ade of v eh icle to d e te rm in e at w hich end of p r o ­
p e lle r sh aft U -b o lts and lock rin g s a re u sed and at
w hich end of p ro p e lle r sh aft lock rin g s only a re
u se d . N eedle r o l l e r s a re in sta lle d in b e a rin g cag es
and oil s e a ls a r e in sta lle d on in n e r ends of c a g e s.
R e p a ir K its
U n iv e rsa l jo in t r e p a ir k its a re a v ailab le fo r
all ty p e s of u n iv e rs a l jo in ts. E ach kit co n tain s a
jo u rn a l, b e a rin g s and s e a ls , and re ta in in g c o m ­
ponents w hich should alw ays be re p la c e d when
ov erh au lin g a u n iv e rsa l jo in t.
CENTER BEARING (F ig . 2)
C e n te r b e a rin g s a r e u se d to su p p o rt c e n te r
p o rtio n of d riv e lin e w hen two o r m o re p ro p e lle r
sh a fts a re u sed . B earing is b a ll type, m ounted in a
ru b b e r cushion w hich is a ttach ed to fra m e c r o s s ­
m em b e r by the c e n te r b e a rin g su p p o rt. The two
c e n te r b e a rin g s shown in c r o s s se c tio n in fig u re
2 a re of the sam e c o n s tru c tio n except fo r shape
and lo catio n of d u st s lin g e r. View B illu s tr a te s
c e n te r b e a rin g u sed a t sh a ft end w ith slip yoke;
View A illu s tr a te s c e n te r b e a rin g u sed at sh aft end
w ith fixed yoke. B earing is p re lu b ric a te d and p e r ­
m anently se a le d . C a v itie s in g r e a s e r e ta in e r s on
both s id e s of b e a rin g a r e packed w ith w a te rp ro o f
g re a s e to exclude d ir t and w a te r.
LUBRICATION
J o u rn a ls of u n iv e rs a l jo in ts a r e d rille d and
p ro v id ed w ith lu b ric a tio n fittin g s thro u g h w hich
lu b ric a n t tr a v e ls to all fo u r o il r e s e r v o ir s , then
th ro u g h a sm a ll hole in sid e of each r e s e r v o ir ,
d ire c t to needle b e a rin g s . B earings a r e p ro te c te d
a g a in st lu b ric a n t leak ag e and e n tra n c e of fo re ig n
m a tte r by s e a ls . Splines of s lip jo in t a r e lu b ric a te d
th ro u g h lu b ric a tio n fittin g in s ta lle d in slip yoke.
CORRECTION
1. Check fo r F o reig n M ate ria l
on P ro p e lle r Shaft.
2. R eplace D rum .
3. In sta ll New Y okes.
4. Change P ro p e lle r Shaft.
1. R eplace C en ter B earing.
2. R eplace B earings.
3. L u b ric a te as D ire c te d .
4. T ighten to S pecificatio n s.
NOTE: U n iv ersa l jo in ts and slip yoke sp lin e s
should be lu b ric a te d p e rio d ic a lly w ith g re a s e as
sp e c ifie d in LUBRICATION (SEC. 0) of th is m anual.
U se p r e s s u r e gun to apply lu b ric a n t through
fittin g in u n iv e rs a l joint tru n n io n . To e n su re p ro p e r
lu b ric a tio n of a ll fo u r tru nnion b e a rin g s, it is im ­
p o rta n t th at lu b ric a n t be added u n til it a p p e a rs at
a ll fo u r jo u rn a l b e a rin g s e a ls . It should not be a s ­
su m ed th at b e a rin g s a r e lu b ric a te d u n le ss lu b r i­
cant is o b se rv e d com ing fro m aro u n d a ll fo u r b e a r ­
ing s e a ls . H ow ever, if lu b ric a n t does not a p p e a r at
a ll s e a ls , m ove the u n iv e rs a l joint tru n n io n in a ll
fo u r d ire c tio n s w hile applying lu b ric a n t u n d er
p re ssu re .
PROPELLER SHAFT REMOVAL
D isconnecting p ro p e lle r shaft p e rm its rem o v al
of tra n s m is s io n o r r e a r axle w ithout d istu rb in g
unit at opposite end of sh aft. On som e v e h ic le s,
p ro p e lle r sh aft may be rem o v ed at any flange joint
by rem oving nuts fro m b o lts holding flan g es. On
o th e r v e h ic le s, p ro p e lle r sh a fts m u st be d isco n ­
n ected at u n iv e rsa l jo in ts a s d e sc rib e d la te r in th is
se c tio n . P ro p e lle r sh aft should be su p p o rted b efo re
rem oving to p re v e n t dam age by dropping. To r e ­
m ove co m p lete d riv e lin e, on m odels in w hich
c e n te r b e a rin g s a r e used, it is n e c e s s a ry to d is ­
connect c e n te r b e a rin g b ra c k e t fro m h an g er and
rem o v e p ro p e lle r sh aft g u ard s (when used) fro m
su p p o rts. R e fe r to fig u re 3.
DISASSEMBLY OPERATIONS
SLIP JOINT DISASSEMBLY
With p ro p e lle r shaft rem o v ed , s c rib e a m a rk
on slip yoke and shaft to in s u re a sse m b ly is in
exactly sa m e re la tiv e p o sitio n . When c le a rly m a rk ­
ed, u n screw d u st cap and w ithdraw sh aft. Rem ove
c o rk w a sh e r, s te e l w a sh e r, and d u st cap fro m shaft.
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 4D-3

PROPELLER SHAFTS

5 4

1 Nut 5 C ushion R e ta in e r 9 B earing A ssem b ly

2 Yoke 6 C e n te r B earing Support 10 P ro p e lle r Shaft
3 D ust Shield 7 G re a se R e ta in e rs 11 D ust Shield
4 R ubber C ushion 8 S lin g e rs 12 W asher t-3061

Figure 2 —Typical Propeller Shaft Center Bearings

UNIVERSAL JOINT DISASSEMBLY CAUTION: U se c a r e not to p e rm it b e a rin g s to

1. On u n iv e rs a l jo in ts u sing snap rin g s to r e ­
ta in b e a rin g s on jo u rn a l c r o s s , rem o v e snap rin g s
(fig. 1).
2. On u n iv e rsa l jo in ts u sing U -b o lts to re ta in
b e a rin g s on jo u rn a l c r o s s , re m o v e n u ts and w a sh e rs
fro m U -b o lts, then rem o v e U -b o lts (fig. 1).
3. S trik e one sid e of yoke w ith h a m m e r to
fo rc e one b e a rin g out of yoke. S trik e opp osite side
of yoke to fo rc e op p o site b e a rin g out.
drop on flo o r, o r irr e p a r a b le dam age m ay re s u lt.
4. Jo u rn a l can now be tilte d to p e rm it rem o v al
of yoke fro m jo u rn a l.
5. Rem ove the o th e r two b e a rin g s in sa m e m an­
n e r to p e rm it rem oving jo u rn al fro m opposite yoke.
CEN TER BEARING DISASSEMBLY
The following p ro c e d u re c o v e rs d isa sse m b ly
of c e n te r b e a rin g w ith p ro p e lle r shaft rem oved
fro m v eh icle. Key n u m b e rs in te x t r e f e r to fig u re 2.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 4D-4
PROPELLER SHAFTS
P ro p eller Shaft G uard
P ro p eller Shaft
C enter Bearing
Support
Dust Cap
W asher (Steel)
W asher (Cork)
U-Bolt
R ear Axle
Figure 3 —Propeller Shaft G uards Installed (“ S” Series Shown)
1. R em ove r e ta in e r (5) fro m su p p o rt (6), then
rem ove su p p o rt fro m cu sh io n (4).
2. On type shown in View A, fig u re 2, rem o v e
c o tte r pin and nut s e c u rin g yoke (2) on sh aft, then
pull yoke off sh aft. On type shown in View B, r e ­
move d u st sh ield (11) fro m sh aft.
3. Rem ove ru b b e r cush io n (4) fro m b e a rin g (9),
then pu ll b e a rin g a sse m b ly fro m sh aft.
4. Rem ove g r e a s e r e ta in e r s (7) fro m b e a rin g ,
and rem o v e s lin g e rs (8).
IMPORTANT: Do not a tte m p t to d is a s se m b le
ball b e a rin g . T h is is a s e a le d b e a rin g and cannot
be d isa s s e m b le d w ithout being d e stro y e d .
5. If d u st sh ie ld s (3) a r e dam aged, u se a
c h is e l to b re a k w elds and rem o v e sh ie ld s.
CLEANING AND INSPECTION
PROPELLER SHAFT
Thoroughly c le a n old g r e a s e and d ir t fro m
sh aft sp lin e s, then ch eck s p lin e s fo r w e a r, w a rp -
age, and c r a c k s . If sh aft is w orn, w arp ed , o r c r a c k ­
ed, re p la c e w ith new sh aft. W elding of b ro k en sh aft
is not reco m m en d ed , sin c e th is o p e ra tio n r e q u ir e s
sp e c ia l balancing f a c ilitie s .
UNIVERSAL JOINT
W ash a ll p a r ts in clean in g fluid. M ake s u re
TPM-91 42 -1
lu b ric a n t p a s s a g e s in jo u rn al c r o s s a r e c le a n . Soak
needle b e a rin g s and c a g e s in cleaning fluid to soften
p a r tic le s of hard en ed g re a s e , then w ash in cleaning
fluid, using a stiff b ru sh if n e c e s s a ry to rem o v e all
old lu b ric a n t. C heck each b e a rin g fo r m issin g r o ll­
e r s . R efer to "S p ecific atio n s" at end of th is s e c ­
tio n fo r c o r r e c t num ber of r o lle r s . A fter needle
b e a rin g a s s e m b lie s a r e thoroughly c le an , apply
clea n lu b ric a n t to r o lle r s and tu rn on trunnion of
jo u rn a l to check w e a r. R efe r to LUBRICATION
(SEC. 0) fo r type of lu b ric a n t and m ileag e in te rv a ls .
If e x c e ssiv e c le a ra n c e is noted, d is c a rd jo u rn al
and b e a rin g s and re p la c e w ith new p a r ts contained
in u n iv e rsa l joint r e p a ir k it.
SLIP JOINT
Using a su itab le cleaning fluid, clea n all d ir t
and old g r e a s e fro m slip yoke, slip yoke sp lin e s,
and shaft sp lin e s. C arefu lly in sp e c t slip yoke
sp lin e s fo r w e a r o r evidence of tw istin g . Check
c le a ra n c e betw een slip yoke sp lin e s and shaft
sp lin e s. If b a c k la sh is e x c e ssiv e , re p la c e p a r ts .
CENTER BEARING
W ash a ll p a r ts except b all b e a rin g and ru b b e r
cushion in su itab le cleaning fluid.
DO NOT IMMERSE SEALED BEARING IN
CLEANING FLUID.
CHEVROLET 40-60 TRUCK SERVICE MANUAL

Wipe b e a rin g and cu sh io n cle a n w ith a cloth
dam pened w ith clean in g fluid.
C heck the b e a rin g fo r w e a r o r rough action by
ro ta tin g in n e r r a c e w hile holding o u te r r a c e . If
w e a r o r ro u g h n e ss is evident, re p la c e w ith new
b e a rin g .
E xam ine ru b b e r cush io n fo r evidence of h a r d ­
ening, c ra c k in g , o r d e te rio ra to n . R eplace w ith
new p a r t if dam aged in any w ay.
G re a s e r e ta in e r s and s lin g e rs a re se rv ic e d
only a s a p a r t of the b e a rin g a sse m b ly .
ASSEMBLY OPERATIONS
CEN TER BEARING ASSEMBLY
Key n u m b e rs in te x t r e f e r to fig u re 2.
1. If re m o v ed , in s ta ll new d u st sh ie ld s (3) on
sh aft o r yoke. T ack w eld o r stak e sh ie ld s in p la c e .
2. P re s s a g r e a s e r e ta in e r (7) o v er each side
of b e a rin g o u te r r a c e . Pack c a v itie s in r e ta in e r s
w ith "M PG " type g re a s e reco m m en d ed in LUBRI­
CATION (SEC. 0) of th is m anual.
3. In sta ll one s lin g e r (8) o v e r end of sh aft.
S ta rt b e a rin g and r e ta in e r a sse m b ly s tra ig h t on
shaft, then using a su ita b le sle e v e to e x e rt fo rc e
on b e a rin g in n e r ra c e , p r e s s b e a rin g and slin g e r
a g a in st sh o u ld e r on sh a ft. In sta ll the o th e r slin g e r
(8) o v e r shaft and p o sitio n a g a in st b e a rin g .
4. In sta ll ru b b e r cu sh io n (4) o v e r b e arin g a s ­
sem b ly , m aking s u r e b e a rin g is c e n te re d in hole
in cushion.
5. Position su p p o rt (6) around cushion and in ­
s ta ll cushion r e ta in e r (5).
6. On type shown in View B, fig u re 2, p r e s s
d u st sh ield (11) onto sh aft ag a in st s lin g e r (8). On
type shown in View A, in s ta ll yoke (2) on sh aft.
IMPORTANT: C e n te rlin e thro u g h yoke flan g es
m u st be aligned w ith c e n te rlin e of yoke flan g es on
o th e r end of sh aft. In sta ll nut (1), tighten firm ly ,
and s e c u re w ith c o tte r pin.
SLIP JOINT ASSEMBLY (F ig . 1)
1. P osition d u st cap on sh aft, then in s ta ll s te e l
w a sh e r and new c o rk o r fe lt w a sh e r on sh aft. Coat
sh aft sp lin e s w ith lu b ric a n t sp e c ifie d in LUBRICA­
TION (SEC. 0) of th is m anual.
2. Align a rro w s o r m ark in g s on sp lined shaft
and slip yoke and in s e r t sh aft into slip yoke. Make
c e r ta in y okes on both jo in ts a r e exactly aligned.
IMPORTANT: J o u rn a l c r o s s e s m u st be in sam e
p lan e, o th e rw ise s e rio u s v ib ra tio n w ill o c c u r, w ith
re s u lta n t dam age to both sh aft and connected un its.
3. T h re a d d u st cap onto end of slip yoke.
T ighten d u st cap by hand only; use of w ren ch w ill
dam age c o rk o r fe lt w a s h e r.
4. In sta ll lu b ric a tio n fittin g in slip yoke.
Sec. 4D-5
PROPELLER SHAFTS
UNIVERSAL JOINT ASSEMBLY
NOTE: Make s u re s e a ls a re in p la c e on in n e r
end of b e a rin g c a g e s. Apply lu b ric a n t re c o m m e n d ­
ed in LUBRICATION (SEC. 0) to needle r o lle r s in
each b e arin g to pro v id e in itia l lu b ric a tio n .
1. In sta ll lu b ric a tio n fittin g in jo u rn a l.
2. In sta ll jo u rn a l in yoke, then in s ta ll b e a rin g
a s s e m b lie s in yoke o v er jo u rn al tru n n io n s. U se a
p la stic o r raw hide h a m m e r to tap b e a rin g s into
p la c e .
3. On u n iv e rsa l jo in ts using snap rin g s to r e ­
ta in b e a rin g s, p r e s s b e a rin g s in f a r enough to
c le a r snap rin g g ro o v es, then in sta ll snap rin g s .
Hold jo u rn a l and lightly tap yoke to se a t b e a rin g s
outw ard a g a in st snap rin g s .
4. On u n iv e rsa l jo in ts using U -b o lts, in s ta ll
U -b o lts, w a sh e rs, and nuts on jo u rn al b e a rin g a s ­
sem bly and tig h ten nuts to to rq u e lis te d in "S peci­
fic a tio n s ."
PROPELLER SHAFT INSTALLATION
If p ro p e lle r sh aft h a s been rem o v ed at flange
joint, p o sitio n p ro p e lle r sh aft at joint, and in sta ll
b o lts, w a s h e rs , and n u ts. If p ro p e lle r shaft h as
been rem o v ed at u n iv e rsa l jo in ts, a sse m b le uni­
v e r s a l a s p re v io u sly d e sc rib e d under "U n iv ersal
Jo in t A sse m b ly ." W here com plete d riv e lin e h as
been rem o v ed on m odels having c e n te r b ea rin g ,
connect c e n te r b e a rin g su p p o rt to c ro s s m e m b e r.
On "S" m odels, in s ta ll p ro p e lle r shaft g u a rd s to
fra m e su p p o rts. R e fe r to fig u re 3 fo r ty p ical p r o ­
p e lle r shaft in sta lla tio n on "S" m o dels. A v isu a l
insp ectio n m u st be m ade of v eh icle to d e te rm in e
the n um ber of p ro p e lle r shaft g u a rd s and c e n te r
b e a rin g s u sed .
SL IP JOINT
NOTE: If a new p ro p e lle r shaft is to be in s ta ll­
ed o r slip joint(s) re p la c e d , sp lin e s should be lu ­
b ric a te d c are fu lly b e fo re a ssem b ly to p re v e n t a il­
ing during the in itia l b re a k -in p e rio d . It is not safe
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 4D-6

PROPELLER SHAFTS

E—CHECKING FORWARD REAR AXIE PINION ANGIE

TPM-9995

Figure 5 —Checking Drive Line A ngles

CHEVROLET 40-60 TRUCK SERVICE MANUAL


to re ly on lu b ric a tio n a f te r a sse m b ly only, sin ce
so m e of th e s p lin e s m ay re m a in d ry and burning
of sp lin e te e th could o c c u r.
P R O P E L L E R SHAFT YOKE ALIGNMENT
When a sse m b lin g m u lti-s h a ft d riv e lin e s , c a re
m u st be e x e rc is e d to p re v e n t e x c e ssiv e v ib ratio n .
T he follow ing p ro c e d u re m u st be c a re fu lly p e r ­
fo rm e d if d riv e lin e ex c ita tio n is to be held to a
m in im u m .
1. Com panion flange on tra n s m is s io n m ust
TANDEM AXLE DRIVE LINE ANGLES
C o r r e c t d riv e lin e a n g le s a r e n e c e s s a ry to
p re v e n t to rs io n a l v ib ra tio n on tan d em r e a r axle
m o d e ls. On so m e v e h ic le s a d ju sta b le a u x ilia ry
tra n s m is s io n m ountings a r e p ro v id e d fo r ad ju stin g
th e angle of the v a rio u s d riv e lin e com ponents.
On v e h ic le s of th e v a rio u s d riv e lin e com ponents.
On v e h ic le s not having a d ju sta b le a u x ilia ry t r a n s ­
m is s io n m ountings and a d ju sta b le to rq u e ro d s a t
r e a r a x le s, p r o p e r a d ju stm e n t of the angle of the
d riv e lin e com ponents m ust be a c c o m p lish ed by
th e u se of s p a c e r s o r sh im s a t the fra m e c r o s s ­
m e m b e r. The follow ing p ro c e d u re c o v e rs ch eck ­
ing and ad ju stin g d riv e lin e an g le s on v eh icles
equipped w ith an a u x ilia ry tra n s m is s io n . W ithout
an a u x ilia ry tr a n s m is s io n , th e sa m e p ro c e d u re s
apply, o m ittin g s te p s applying to th e a u x ilia ry
tra n s m is s io n .
DRIVE LINE ANGLE ADJUSTMENT
A ll an g le s m u st be checked w ith a m axim um
am ount of e x a c tn e ss. The u s e of a devil lev e l o r
o th e r such in s tru m e n ts is not su fficien t; a bevel
p r o tr a c to r m ust be u se d .
1. The v eh icle should be s e t on a rea so n ab ly
fla t s u rfa c e . Do not z e ro the fra m e .
2. C lean m achined s u rfa c e a t r e a r of m ain
tra n s m is s io n , then u se a p r o tr a c to r a s shown in
View A, fig u re 5, to check engine and m ain t r a n s ­
m is sio n angle. P r o t r a c t o r m ust be held stra ig h t
up and down to get the p r o p e r read in g . T h is angle
is im p o rta n t, a s th is is th e key angle and the
a u x ilia ry and fo rw a rd r e a r ax le pinion m ust be
s e t to th is angle.
3. C heck angle of a u x ilia ry tr a n s m is s io n at
th e T ru -S to p b ra k e d isc a s shown in View B, fig ­
u r e 5. S u rface of d isc m u st be sm ooth and not
w a rp e d . The angle of the a u x ilia ry tra n s m is s io n
m u st be the sam e a s th e engine and m ain t r a n s ­
m issio n (step 2). A d ju st, if n e c e s s a ry , by ra is in g
o r lo w erin g fro n t o r r e a r of a u x ilia ry tra n s m is s io n
by rem o v in g o r adding p la te s , w a s h e rs , s p a c e r s ,
e tc . ( r e f e r to "AUXILIARY TRANSMISSIONS" (SEC.
Sec. 4D-7
PROPELLER SHAFTS
f i r s t be p la c e d in v e rtic a l p o sitio n .
2. Align fro n t yoke of r e a r p ro p e lle r sh a ft in
id en tical p o sitio n . R o tate (when n e c e s s a ry , to
sp e c ifie d sp lin e setting) in d ire c tio n in d icated in
fig u re 4. Then a sse m b le r e a r sh aft to fo rw a rd
p ro p e lle r shaft,.
P r o p e lle r sh aft sp lin e se ttin g s a r e a s follow s:
T w o -p iece p ro p e lle r sh a ft - 4 sp lin e s
T h re e -p ie c e p ro p e lle r sh aft - V e rtic a l
F o u r-p ie c e p ro p e lle r sh aft - 4 sp lin e s
7C) of th is m anual fo r a u x ilia ry tra n s m is s io n
m ountings).
4. A fte r ad ju stin g a u x ilia ry tra n s m is s io n angle
m ake s u r e the a u x ilia ry is p ro p e rly c e n te re d in
the v eh icle a s follow s: M ea su re fro m ends of the
tra n s m is s io n r e a r c r o s s b e am to the fra m e (also
a t fro n t c r o s s b eam when used ). M e asu re fro m
a u x ilia ry tra n s m is s io n fra m e b ra c k e ts to the ends
of the r e a r c r o s s b e am (and fro n t c ro s s beam ,
when used ). M e a su re m e n ts at both ends of each
c r o s s b eam m ust be equal. Make a d ju stm e n ts a s
n e c e s s a ry . If a d ju stm e n t is m ade, it is m andatory
to re c h e c k the a u x ilia ry tra n s m is s io n angle a s
d e sc rib e d in Step 3.
5. C heck angle of p ro p e lle r sh a ft betw een the
m ain tra n s m is s io n and a u x ilia ry tra n s m is s io n .
T h is sh a ft angle is im p o rta n t.
a. C lean d irt and pain t off m achined s u rfa c e
of p ro p e lle r sh aft yoke, and m ake s u re s u rfa c e is
fr e e fro m nick s o r b u r r s . Set bevel p r o tr a c to r to
z e ro , p la c e p r o tr a c to r on yoke su rfa c e a s shown
in View C, fig u re 5, then ro ta te sh aft u n til bubble
is c e n te re d in g la s s . R ep osition p r o tr a c to r on
yoke a s shown in View D, fig u re 5, holding in lin e
w ith sh aft, and note the shaft angle. T h is sh aft
angle m ust be held w ithin a m axim um of 1 d eg ree
le s s than the engine and a u x ilia ry tra n s m is s io n
angles; i.e ., if engine and tra n s m is s io n an g le s a r e
3° 45’, sh a ft angle m ust be w ithin 2° 45’ m inim um
to 3° 45f m axim um .
b. The sh aft angle can be ad ju sted , if n e c e s ­
s a r y , by ra is in g o r lo w ering th e a u x ilia ry t r a n s ­
m issio n by taking an equal n um ber of tu rn s at
each of the ad ju sta b le m ounting b o lts on som e v e­
h ic le s . On o th e r v eh ic le s it w ill be n e c e s s a ry to
add o r su b tra c t p la te s , w a s h e rs , s p a c e rs , etc ., to
r a is e o r low er the a u x ilia ry tra n s m is s io n .
NOTE: It is im p o rta n t to m ake ad ju stm en t at
each m ounting bolt an equal am ount so the au x ilia ry
tra n s m is s io n angle w ill not be changed.
6. On r e a r a x le s w hich have a m achined s u r ­
fa c e on th e d iffe re n tia l c a r r i e r a t rig h t angles to
th e pinion sh aft, such a s 2 -sp e e d shift m otor adap­
te r , check angle of the fo rw a rd r e a r axle pinion by
CHEVROLET 40-40 TRUCK SERVICE MANUAL
Sec. 4D-8
PROPELLER SHAFTS
Figure 6 -C heckin g Pinion Angles
cleaning th e tw o -sp e e d a d a p te r c o v e r and p lacin g
th e p r o tr a c to r a s shown in View E , fig u re 5. M ake
s u re p r o tr a c to r is held s tra ig h t up and down to get
a c o r r e c t angle re a d in g . P inion angle should be the
sa m e a s engine and a u x ilia ry tra n s m is s io n an g le s.
A djustm en t can be m ade, if n e c e s s a ry , by u sin g
sh im s at u p p er to rq u e ro d m ountings.
7. On r e a r a x le s th a t do not have a m achined
s u rfa c e on the d iffe re n tia l c a r r i e r housing it w ill
be n e c e s s a ry to re m o v e th e in te r - a x le sh a ft. R o­
ta te the r e a r pinion yoke on the fo rw a rd r e a r axle
into a v e r tic a l p o sitio n . C lean the fo u r m achined
ends of the yoke of d ir t, n ic k s, and b u r r s . P la c e
the p r o tr a c to r a c r o s s ends of the yoke on e ith e r
sid e in a s c lo se a s p o s s ib le to a v e rtic a l p o sitio n
a s shown in fig u re 6 and re a d th e angle. P inion
angle should be th e sa m e a s th e engine and au x il­
ia ry tra n s m is s io n a n g le s. A djustm ent can be m ade,
if n e c e s s a ry , by u sin g sh im s a t u p p e r to rq u e ro d
m ountings.
8. C lean m achined su rfa c e of yoke on the
in te r- a x le p r o p e lle r sh a ft and check the sh aft angle
in sa m e m an n er d e s c rib e d in Step 5a.
9. C heck r e a r w a rd r e a r ax le pinion angle a s
See follow ing page fo r "S p ec ifica tio n s."
4b fro n t
IMPORTANT: THE NUMBER AND LOCATION
OF THESE SHIMS EITHER SIDE OF CROSS­
MEMBER IS DETERMINED WHEN PROPER AXLE
DRIVE PINION ALIGNMENT IS OBTAINED T-6841
Figure 7 —Torque Rods Installed at Frame
Crossmember with Shims Installed (Typical)
d e s c rib e d in Step 6 and a s shown in View F , fig u re
5, on r e a r ax le s w hich have a m achined s u rfa c e on
the d iffe re n tia l c a r r i e r housing. On r e a r a x le s not
having a m achined s u rfa c e on the d iffe re n tia l c a r ­
r i e r housing, check re a r w a rd r e a r ax le pinion
angle a s d e sc rib e d in Step 7 and shown in fig u re 6.
IMPORTANT: T he r e a r axle pinion m ust be
a d ju sted up o r down by sh im s a t to rq u e ro d m ount­
ing b ra c k e t u n til the re s u lta n t angle of the fo rw a rd
ax le pinion angle, s u b tra c te d fro m th e in te r -a x le
sh a ft angle, is equal to the re s u lta n t angle of the
in te r-a x le sh a ft angle s u b tra c te d fro m th e r e a r
axle pinion an g le. R e fe r to fig u re 7 fo r lo catio n of
sh im s.
E xam ple: F o rw a rd axle pinion angle = 3°.
In te r-a x le sh aft angle = 6°.
R e a r axle pinion angle = 9°.
F o rw a rd axle pinion angle (3°) su b tra c te d
fro m in te r -a x le sh aft angle (6°) eq uals 3°.
In te r-a x le sh aft angle (6°) s u b tra c te d fro m
r e a r ax le pinion angle (9°) eq uals (3°).
When re p a irin g u n iv e rs a l jo in ts do not mix
u se d p a r ts w ith new. In s ta ll new c ro s s and b e a rin g
r e p a ir kit only.
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 4D-9

PROPELLER SHAFTS

SPECIFICATIONS

UNIVERSAL JOINT APPLICATION

The following tabulation lists universal joints used with standard
equipment only. Refer to parts book for universal joints used with
optional equipment.
TRUCK SERIES UNIVERSAL JOINT
CE-40 ............................................................................ 1350
CE-50 ............................................................................1410
CS-50 .....................................1410
SE-50 .............................................1410
TE-50 ............................................................................ 1480
TS-50 ............................................................................ 1410
CE-60 ..............................................................1410
ME-60 ...........................1480-58 WB
TE 60 ...............................1480

UNIVERSAL JOINT SPECIFICATIONS

JOINT JOURNAL NO. OF NEEDLES DIAMETER LENGTH OF
SERIES DIAMETER PER BEARING OF NEEDLES NEEDLES
1350 0.7730"-0.7735" 34 0.0783"-0.0785" 0.625"
1410 0.7730"-0.7735" 34 0.0783"-0.0785" 0.625"
1480 0.8942"-0.8947" 33 0.0936"-0.0938" 0.765"
58 WB 1.0621"-1.0625" 39 0.0928"-0.0930" 0.829"

TORQUE SPECIFICATIONS
UNIVERSAL JOINT U-BOLT NUT
Vs" x 24 Nut 1350-1410.......................................................................................................................................................................................20-24 ft. lbs.
7/ie"-20 Nut 1480................................................................................................................................................................................................. 32-37 ft. lbs.
PROPELLER SHAFT-TO-HANGER ATTACHING PARTS
Vie" x 20 N u t...............................................................................................................................................................................................................25-30 ft. lbs.
PROPELLER SHAFT TO REAR AXLE
Vs" x 24 Nut 1350-1410.......................................................................... ...........................20-24 ft. lbs.
Vie" x 20 Nut 1480................................................................................................................................................................................................. 32-37 ft. lbs.
58 W B ............................................................................................................................................................................................. 40-50 ft. lbs.
PROPELLER SHAFT TO TRANS.
Vie" x 20 Nut 1350-1410................................................................................ ........................ 50-60 ft. lbs.
V i" x 20 Nut 1480........................................................................................................... ............................................. 60-70 ft. lbs.
58 W B............................................................................................................................................................................................. 40-50 ft. lbs.
PROPELLER SHAFT TO PROPELLER SHAFT
Vs" x 24 Nut 1350-1410................................................................................................. ............................... 20-24 ft. lbs.
Vie" x 20 Nut 1480................................................................................................................................................................................................. 32-37 ft. lbs.
58 W B..............................................................................................................................................................................................40-50 ft. lbs.
PROPELLER SHAFT HANGER-TO-CROSSMEMBER
Vs" x 16 N u t................................................................................................................................................................................................................15-20 ft. lbs.
TRANSMISSION COMPANION FLANGE (NUT) (Except ME-60)...................................................................................................................... 30-40 ft. lbs.
TRANSMISSION COMPANION FLANGE (NUT) (ME-60)............................................................................................................................. 65-85 ft. lbs.
PROPELLER SHAFT GUARD (N U T )............................................................................................................................................................... 50-60 ft. lbs.
YOKE BOLT TO FRONT DIFFERENTIAL...................................................................................................................................................... 90-130 ft. lbs.
YOKE U-BOLT TO FRONT AND REAR DIFFERENTIAL (N U T )....................................................................................................................... 40-55 ft. lbs.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 4D-10

PROPELLER SHAFT

P r o p e r to rq u e of a ll m ounting flange b o lts and u n iv e rsa l joint

U -b o lts should be m ain tain ed to p re v e n t v ib ra tio n and dam age to needle
b e a rin g s , and m ounting com ponents.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 SECTION 5
IZnaJzel
T h is group is divided into th re e se c tio n s a s shown in Index below:

S ection P ag e No.
5A H y d rau lic B ra k e s ............................................................. 5-1
5B A ir B r a k e s ............................................................................ 5-42
5C P a rk in g B r a k e ..................................................................... 5-84

BRAKE SYSTEM EQUIPMENT

T h e re a r e fo u r d ifferen t b ra k e sy s te m s u sed 5. O ptional Equipm ent is av ailab le in both

on v e h ic le s cov ered by th is m anual.
1. S tra ig h t H ydraulic b ra k e s a r e u se d a s
S tan d ard equipm ent on a ll 40 S e rie s tru c k s .
2. Vacuum A s s is te d H ydraulic b ra k e s a r e
u se d a s sta n d a rd a n d /o r optional equipm ent.
3. Vacuum a s s is te d sp lit s y s te m s a r e u sed a s
sta n d a rd equipm ent on school bus m odels and a s
optional equipm ent on conventional m odels.
4. F ull a ir b ra k e s a r e a v ailab le on a ll m odels
c o v e re d by th is m anual when sp e c ifie d on the s a le s
o rd e r o r a s optional equipm ent, excep t 40 s e r ie s .
s y s te m s . Such ite m s a s vacuum r e s e r v e tank,
heavy duty b o o s te rs , vacuum gauges, t r a i l e r b ra k e
co nn ections, a i r p a rk in g b ra k e , m o istu re e je c to r,
e tc ., a r e fa c to ry in s ta lle d options.
IMPORTANT: The following b ra k e m aintenance
sc h e d u le s, ad ju stm e n ts, p ro c e d u re s , and re p la c e ­
m ent techniques a r e re q u ire d and a r e applicab le
to n o rm a l v ehicle u sag e. Unusual o r s e v e re o p e r­
atio n s re q u ire g r e a te r attentio n to the n o rm al
m aintenance app ro ach c o m m en su rate w ith the u s ­
age s e v e rity .

SECTION 5A
JltfS u u ilic fencdzeA.
Subject P age No.
B ra k e S y stem M a in te n a n c e .......................... .............................................5A-2
B ra k e A d j u s t m e n t s .................................................................................. ....5A -2
B leed in g B ra k e s ...................................................................................... ....5A-4
B ra k e P e d a l and L i n k a g e ....................................................................... ....5A-7
M a s te r C y l i n d e r s ...................................................................................... ....5A-11
W heel C y lin d e rs ...................................................................................... ....5A-15
H y d rau lic L in e s ...................................................................................... ....5A-18
V acuum P o w er C y lin d ers ................................................................... ....5A-19
V acuum P o w e r C y lin d er A ir C le a n e r .................................................5A-20
V acuum C heck V a l v e ...................................................................................5A-21
V acuum R e s e rv e T a n k ........................................................................... ....5A-22
V acuum Gauge ..............................................................................................5A -22
B ra k e Shoes and L i n i n g s ....................................................................... ....5A-22
B ra k e Shoe R elining .............................................................................. ....5A-34
B ra k e D r u m s ............................................................................................. ....5A-34

GENERAL th e input volum e. T his type s y ste m e lim in a te s the

The vacuum p ow er a s s is te d sy ste m u se d on
v e h ic le s c o v e re d by th is m anual is d e sc rib e d a s a
"one to one" s y ste m ; th a t is th e volum e of hy d rau lic
flu id output of th e vacuum b o o s te r is the sa m e a s
need fo r co m pensating lin es and also the need fo r
"pum ping" the b ra k e pedal in the event of lo ss of
vacuum pow er a s s is t.
The vacuum s y ste m on th e s e v eh icles contains
a check valve w hich m ain tain s enough vacuum in

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 5A-2

HYDRAULIC BRAKES

^ 1 Air Cleaner A ?/
" 2 Vacuum Gauge /!
3 M aster Cylinder \JA
" 4 Vacuum Line From Engine
(From Vacuum Pump on Diesel)
5 Brake Pedal
6 V acuum P ow er C y lin d er
7 Vacuum Line From Engine
to Control Valve
8 Hydraulic Line From
M aster Cylinder
9 Hydraulic Line to Wheels
10 Atmosphere Line From
Air Cleaner t -7904

Figure 1—Typical Vacuum and Hydraulic Lines Installed

the b o o s te r ch am b er to p e r m it at le a s t one pow er f e r to LUBRICATION (SEC. 0) fo r reco m m en d ed

a s s is te d b ra k e ap p licatio n a fte r lo s s of vacuum .
The v a rio u s com ponents of the b ra k e s y ste m ,
su c h a s shoe and lin in g a s s e m b lie s , p ed al and
lin k ag e, p ow er b o o s te rs , m a s te r c y lin d e rs , w heel
c y lin d e rs , lin e s , gauges, r e s e r v e ta n k s, e tc ., a r e
co v e re d u n d er re s p e c tiv e headings in th is se c tio n .
F o r illu s tra tio n of ty p ic a l s y ste m in sta lla tio n
se e fig u re 1.
BRAKE SYSTEM MAINTENANCE
1. M aintain p ro p e r le v e l of b ra k e fluid in m a s ­
t e r c y lin d e r. R e fe r to LUBRICATION (SEC. 0) fo r
recom m en d ed fluid and checking in te rv a ls .
2. A djust b ra k e sh o es a t re g u la r in te rv a ls .
A fte r two o r th re e a d ju stm e n ts, check b ra k e lin in g s
fo r w e a r. R eline b ra k e s b e fo re lining is w orn su f­
ficie n tly to p e rm it riv e ts to dam age b ra k e d ru m s.
3. Keep pedal and lin k ag e lu b ric a te d to a s s u r e
f r e e m ovem ent and ra p id r e le a s e of b ra k e s .
4. In sp e c t e n tire b ra k e s y ste m re g u la rly fo r
fluid le a k a g e . C o rre c t leak ag e im m ed iately .
5. Make s u re b ra k e sh o e s a r e fre e on th e ir
m ountings, th at shoe r e tu rn sp rin g s a r e not w eak
o r b ro k en , and th at backing p la te s a r e not sp ru n g
o r lo o se on axle o r s te e rin g knuckle.
6. To s e r v ic e pow er c y lin d e r a ir c le a n e r, r e ­
in te rv a ls . F o r s e rv ic e in stru c tio n s se e ’’Vacuum
P o w e r C ylinder A ir C le a n e r" la te r in th is sectio n .
7. T ighten a ll vacuum and a tm o sp h e re line
fittin g s and connections.
8. P e rfo rm "P o w er B ra k e S ystem T e s ts " a s
d ire c te d la te r u n d er "P o w er C y lin d e rs." T hese
te s ts may re v e a l s u b -sta n d a rd p e rfo rm a n c e b efo re
th e condition becom es bad enough to ca u se d riv e r
co m p lain ts o r b ra k e fa ilu re on the road.
NOTE: The u se of alcohol fo r cleaning com ­
ponent p a r ts is accep tab le pro v id ed p a r ts a r e co m ­
p le te ly a ir d rie d and coated w ith b ra k e fluid b e fo re
in sta lla tio n . DO NOT USE ALCOHOL FOR FLUSH­
ING SYSTEM OR CLEANING ASSEMBLIES WHERE
ALCOHOL COULD BE TRA PPED AND SUBSE­
QUENTLY CONTAMINATE * &BRAKE FLUID.
BRAKE ADJUSTMENTS
T h e re a r e six d iffe re n t type b ra k e s u se d on
th e s e v e h icle s:
1. Type " F ” m anual ad ju stin g - FRONT.
2. Type "F A " auto m atic adjusting - FRONT.
3. Type " F R -3 " m anual adju stin g - REAR.
4. Type "F R -3 A " au to m atic ad ju stin g - REAR.
5. D uo-Servo au to m atic ad ju stin g - FRONT.
6. T w in-A ction au to m atic ad justing - REAR.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 5A-3

HYDRAULIC BRAKES

MANUAL ADJUSTMENT 2. Move w ren ch slig h tly in opposite d ire c tio n

All m anual b ra k e a d ju stm e n ts to com pensate u n til b ra k e d rag is re lie v e d , then move w rench an
fo r n o rm a l lining w e a r can be m ade w ithout r e ­ ad d itio n al 7 to 10 d e g re e s to p ro v id e running c le a r ­
m oving w heels and b ra k e d ru m s. A d ju stm ent p o in ts a n ce . (7 to 10 d e g re e s is equal to 1 to 1% in ch es
a r e a c c e s s ib le th ro u g h openings in b ra k e backing of tra v e l at end of an 8 -in c h w rench.)
p la te o r a r e e x te rn a l ty p e. 3. P la c e w rench on opposite adju stin g cam
stu d and ad ju st second shoe by re p e a tin g Steps 1
NOTE: W heel b e a rin g s m ust be p ro p e rly a d ­
and 2.
ju s te d b e fo re atte m p tin g to a d ju st b ra k e sh o e s.
R e fe r to "HUBS AND BEARINGS" (SEC. 3D fo r Type " F R -3 " (F ig. 3)
FRONT and SEC. 4C fo r REAR). 1. Ja c k up v eh icle un til w heels a r e c le a r of
flo o r. R em ove a d ju stin g hole c o v e rs fro m backing
B ra k e shoe ad ju stm e n t p o in ts fo r fro n t b ra k e s
p la te .
(Type "F ") a r e illu s tr a te d in fig u re 2. A djustm ent
2. At one ad ju stin g slo t, in s e r t su ita b le ad ­
p o in ts fo r r e a r b ra k e s (Type "F R -3 ") a r e shown
ju stin g tool through slo t and engage ad ju stin g w heel
in fig u re 3.
and d e c re a s e lining c le a ra n c e until lining d ra g s
T ype "F " (F ig. 2) on dru m .
1. J a c k up fro n t end of v eh icle un til w heels
3. R elieve d ra g by ro ta tin g adjusting w heel in
c le a r flo o r. P la c e w ren ch on one ad ju stin g cam
op posite d ire c tio n . B ack off ad ju stm en t a s follow s:
stu d to a d ju st one sh o e. R o tate w ren ch in d ire c tio n
of fo rw a rd w heel ro ta tio n to d e c re a s e lin in g -to - F o r w orn lining - 3 notches (clicks).
d ru m c le a ra n c e . R educe c le a ra n c e u ntil b ra k e F o r new lining - 5 notches (click s).
d ra g is fe lt a s w heel is tu rn e d in fo rw a rd d ire c tio n
4. At o th e r ad ju stin g slo t, re p e a t Steps 2 and
by hand.
3 to ad ju st o th e r sh o e.

FRONT SHOE
5. In sta ll hole c o v e rs in backing p la te .
A D JU STIN G STUD
WHEEL
W HEEL CYLINDER CYLINDER BOLTS
BOLT

'BLEEDER ADJUSTING
VALVE TOOL

BLEEDER VALVE

CONNECTOR
TUBE

COPPER
G A SKETS

CO N N ECTO R
TUBE
l | j REAR AXLE
■ BRAKE LINE
.... \1

REAR SHOE
A D JU STIN G STUD
T-2938

Figure 2 —Type “ F” Brake Adjustm ent Figure 3 —Type “ FR -3" Brake Adjustm ent

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 5A-4
HYDRAULIC BRAKES
AUTOMATIC ADJUSTMENT
D uo-S ervo
A s the b ra k e s a r e applied , when v eh icle is
tra v e lin g in r e v e r s e , th e sh o e s co n tact the d ru m
and rev o lv e w ith th e w heel u n til th e web of the
p r im a r y shoe c o n ta c ts th e an ch o r pin. T h is m otion
c a u se s th e seco n d ary shoe to m ove away fro m the
an c h o r pin, th u s in c re a s in g th e d ista n c e betw een
the actu atin g le v e r piv o t po in t and the an ch o r pin.
Since the actu atin g lin k m ain tain s a co n stan t length,
th e actu atin g le v e r a sse m b ly p iv o ts on the se co n d ­
a r y sho e hold-dow n p in lo catio n and th e paw l end
of the le v e r ro c k s down a g a in st th e ad ju stin g sc re w
s t a r w heel. If th e lin in g is w orn enough to allow
su ffic ie n t m ovem ent of th e se c o n d a ry shoe, the
paw l w ill advance the s t a r w heel one o r two te e th .
If the b ra k e lin in g s a r e not w orn enough to r e q u ire
an a d ju stm e n t, the r e s t r ic t e d m ovem ent of the
se c o n d a ry shoe p ro h ib its o v e r-a d ju s tm e n t.
W hen th e b ra k e s a r e re le a s e d , the p u ll-b a c k
sp rin g s re tu r n the sh o e s to th e r e s t p o sitio n . At
th e sa m e tim e , th e actu atin g le v e r r e tu r n sp rin g
m oves th e linkage to th e r e s t p o sitio n . The contour
of the actu atin g le v e r paw l allow s th e le v e r to
ra tc h e t back to the r e s t p o sitio n and in effect "tak e
a new b ite " on the s t a r w heel. A s a r e s u lt of th is
actio n , th e linkage is in p o sitio n to m ake th e next
ad ju stm e n t a s it is needed.
U nder n o rm al o p e ra tin g conditions it is not
n e c e s s a ry to m ake any m anual ad ju stm e n t to th is
ty p e b ra k e . H ow ever, when it is n e c e s s a ry to r e ­
m ove a b ra k e d ru m it m ay a lso be n e c e s s a ry to
"b ack -o ff" th e a d ju stm e n t in o r d e r to pull edge of
d ru m p a s t lin in g s. In su ch c a s e s , in s e r t a s c r e w ­
d r iv e r o r awl th ro u g h hole in backing p la te and
Figure 4 —Backing Off A dju stin g Screw (Cross Section V ie w )
hold ad ju stin g le v e r o r paw l away fro m adju stin g
s c re w . Then tu rn sc re w w ith p ro p e r b ra k e tool to
lo o sen a d ju stm en t. See fig u re s 4 and 5.
T w in-A ction
B ra k e shoe a d ju stm en t ta k e s p la c e when b ra k e s
a r e ap p lied w ith a firm ped al e ffo rt w hile the v e­
h icle is backing up. A pplying the b ra k e s m oves
ad ju stin g le v e rs w hich tu rn the s t a r w heels and
ro ta te the a d ju stin g s c re w s outw ard fro m the
a n ch o r b r a c k e ts . T his actio n a d ju s ts the shoe until
c le a ra n c e betw een the lining and d rum is w ithin
p ro p e r lim its .
Should low pedal h eights be en countered, it is
reco m m en d ed th a t nu m ero u s fo rw a rd and r e v e r s e
sto p s be p e rfo rm e d w ith a firm pedal effo rt until a
s a tis fa c to ry ped al height r e s u lts .
A c c e ss holes a r e lo c a te d in th e flange p late.
T h ese h oles a r e fo r s e r v ic e p u rp o se s in the event
re tr a c tin g of the b ra k e sh o e s is re q u ire d to rem ove
the d ru m . In o r d e r to b a ck o ff the ad ju stin g sc re w s ,
rem o v e the c o v e r fro m the a c c e s s hole and in s e r t
a s c re w d riv e r . P la c e a c o rn e r of the s c re w d riv e r
blad e in the hole in the adju stin g le v e r and push
the le v e r away fro m the s t a r w heel. U sing a b ra k e
ad ju stin g tool, back off the s ta r w heel. See fig u re s
4 and 5.
BLEEDING BRAKES
U se only H ydraulic B ra k e F luid recom m ended
in LUBRICATION (SEC. 0). When o th e r than r e c ­
om m ended fluid has been u sed , d ra in and flu sh the
e n tire h y d rau lic sy ste m , using only new, clean
b ra k e fluid a s a cleaning agent. D isa sse m b le ,
clean , and in sp e ct hydraulic u n its. R eplace all
ru b b e r p a r ts . R efill sy ste m w ith recom m ended
fluid.
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 5A-5

HYDRAULIC BRAKES

T he need fo r b leed in g a i r fro m s y s te m is gen­ c y lin d e r on each r e a r w heel b ra k e .

e ra lly in d icated by a s p rin g y , spongy p ed al action. 2. S econdary S ystem - one c y lin d e r on each
T he p r e s e n c e of a i r in s y s te m is a r e s u lt of low r e a r w heel b ra k e .
flu id le v e l in m a s te r c y lin d e r, o r of so m e p a r t of The s y s te m on both m odels c o n sists of a dash
th e s y s te m having been d isco n n ected . B le e d e r m ounted m a s te r cy lin d e r and two fra m e m ounted
v a lv e s a r e p ro v id ed on the p ow er c y lin d er (som e p o w er c y lin d e rs.
m o d els), m a s te r c y lin d e r (som e m odels) and at On tan d em axle m odels th e s y ste m is s p lit a s
w heel c y lin d e rs . Type " F " and type "F A ” fro n t follow s:
b ra k e s have two c y lin d e rs p e r w heel and each has 1. M ain S ystem - fro n t w heel b ra k e s plu s r e a r
a b le e d e r v alve. Type " F R -3 " and type "F R -3 A ” r e a r axle b ra k e s .
r e a r b ra k e s have two c y lin d e rs p e r w heel w ith a 2. Secondary S ystem - the fro n t r e a r axle
b le e d e r s c re w at the top c y lin d e r only. D uo-Servo b ra k e s .
fro n t b ra k e s have one c y lin d e r p e r w heel and each It does not m a tte r w hich s y s te m (m ain o r s e c ­
h a s a b le e d e r s c re w . T w in-A ction r e a r b ra k e s ondary) is bled f ir s t, how ever, each m ust be bled
have two c y lin d e rs p e r w heel w ith a b le e d e r sc re w se p a ra te ly .
a t the top cy lin d e r only. R e fe r to fig u re 7 fo r b le e d ­ F ig u re 6 illu s tr a te s a tool w hich can be m ade
ing seq u en ce by type of b r a k e s . T h e re a r e m any lo c ally fo r u se in p r e s s u r e b leeding the sp lit b ra k e
d iffe re n t co m b in atio n s of b ra k e ty p es used , depend­ sy s te m (both s ta n d a rd and o p tio n a l).
ing on w h eth er sta n d a rd o r optional equipm ent is
o rd e re d .
M a s te r c y lin d e r is a c c e s s ib le u n d er th e hood
on conventional m odels and th ro u g h a c c e s s door in
s e a t r i s e r on tilt cab m o d els. B le e d e r v alv es a t
w heel c y lin d e rs a r e a c c e s s ib le a t in n e r s id e s of
th e backing p l a te s .
It is re co m m en d ed th at b ra k e sy s te m is bled
in a defin ite seq u en ce to o b tain b e s t r e s u lt. F ig u re
7 illu s tr a te s v a rio u s co m b in atio n s of b ra k e equip­
m ent u sed , w ith b le e d e r v alv es n u m b ered in the
reco m m en d ed seq u en ce in w hich they should be
b led .
IM PORTANT: If n e ith e r m a s te r c y lin d e r n o r
p o w er c y lin d e r is equipped w ith a b le e d e r valve and
b leed in g a t the w h eels only does not p ro d u ce s a t ­
is fa c to ry r e s u lts , it w ill be n e c e s s a ry to d isco n ­
n e c t lin e fro m m a s te r c y lin d e r and b le e d it through
output p o rt. T hen re c o n n e c t lin e and d isconnect
p o w e r c y lin d e r output lin e and b leed . R econnect
lin e and check o p e ra tio n of b ra k e s . If s till not s a t­
is fa c to ry , r e -b le e d w heel c y lin d e rs in sequence
show n.
T h e re a r e two m ethods of bleeding h y d rau lic
b ra k e s y s te m s u se d on th e s e v e h ic le s; p r e s s u r e
b leed in g and m anual b leed in g . Both a r e acce p tab le
and ad eq u ate, but p r e s s u r e b leed in g is re c o m m en d ­
ed, if equipm ent is a v a ila b le .

CAUTION: Before starting pressure

bleeding operations, stop engine and des­
troy vacuum in system before opening any
bleeder valve.

S P L IT SYSTEM (STANDARD
ON "S” MODELS)
The s p lit s y s te m on sin g le ax le conventional
and sch o o l b u se s c o n s is ts of two s e p a ra te b ra k e
s y s te m s s p lit a s follow s: Figure 6 —Brake Bleeding Tool for Split
1. M ain S y stem - fro n t w heel b ra k e s p lu s one System M aster Cylinder

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 5A-6

HYDRAULIC BRAKES

FRONT

T
0

M ASTER CYLINDER MASTER CYLIN DER

if
2-7r

PO W ER 4
2-9r
K
POW ER
CYLINDER CYLINDER

DUO -SERVO TWIN ACTION "FR -3 ’

^ FRONT FRONT |

MASTER CYLIN DER

a
PO W ER
PO W ER CYLINDER
CYLIN DER

TWIN ACTION

4 fro n t

\ \ PO W ER
( ( ' J \ CYLINDER
x f f l / MASTER CYLIN DER

'F A ”

T-7906

Figure 7—Hydraulic Brake Bleeding Sequence Chart

CHEVROLET 40-60 TRUCK SERVICE MANUAL


PRESSURE BLEEDING
R e fe r to fig u re 7 fo r bleeding seq u en ce.
1. M ake s u r e flu id le v e l in p r e s s u r e tan k is
up to p etco ck above o u tlet and th at tan k is ch a rg e d
w ith 40 to 50 p s i a i r p r e s s u r e .
2. C lean d irt fro m aro u n d m a s te r cy lin d e r
f ille r cap o r c o v e r. R em ove s ta n d a rd c o v er and
in s ta ll sp e c ia l c o v er re q u ire d to fit the m odel c y l­
in d e r u se d . C onnect p r e s s u r e tank h ose to f ille r
cap o r c o v er opening. B leed a i r fro m h ose b efo re
tig h ten in g connection. Open v alv es a t both ends of
h o se.
3. F i r s t b le e d m a s te r c y lin d e r valve on m odels
w h e re u se d . Slip end of b le e d e r hose o v e r b le e d e r
valve No. 1 and p la c e o th e r end in a g la s s ja r con­
tain in g enough h y d rau lic flu id to c o v er end of hose.
Open b le e d e r valve w ith w ren ch and o b se rv e flow
of flu id fro m h o se. C lo se b le e d e r valve a s soon a s
b u b b les stop and flu id flow s in a so lid s tre a m .
4. B leed valve No. 2 (on p o w er c y lin d e r w here
u sed ), then b leed w heel c y lin d e rs in seq u en ce shown
in fig u re 7. A fte r bleeding w heel c y lin d e rs, re p e a t
BRAKE PEDAL AND LINKAGE
T h e re a r e th r e e b a s ic ty p es of b ra k e pedal
and lin k ag e in sta lla tio n s u se d on v e h ic le s co v ered
by th is m anual. They a r e illu s tr a te d in fig u re s 8,
9 and 10.
F ig u re 8 illu s tr a te s the clu tch and b ra k e pedal
in s ta lla tio n u se d on S-50 sch o o l bu s m o dels w ith
a d ash m ounted m a s te r c y lin d e r (sp lit sy stem ) and
re m o te m ounted vacuum b o o s te rs .
1 Lever
2 Washer
3 Bolt
4 Bushing
5 Sleeve 10 Clutch Pedal
6 Spring 11 Switch Lever
7 Support Bracket 12 Brake Pedal
8 Nut 13 Boot
9 Bushing 14 Push Rod
Figure 8 —Clutch and Brake Pedal Installation (S50 M odels)
Sec. 5A-7
HYDRAULIC BRAKES
b leeding o p e ra tio n s at pow er c y lin d er (w h e reu sed ).
5. If, a f te r bleeding, the pedal "fe e l" is not
s a tis fa c to ry , it is reco m m en d ed th a t the re sid u a l
check valve in the m a s te r cy lin d er o r the check
valve in the pow er cy lin d er p isto n be in sp ec ted (on
th o se m odels w hich have check valv es). Im p ro p e r
o p e ra tio n of e ith e r o r both of th e se valves w ill r e ­
su lt in the sa m e p e d al "fe el" a s a ir in the sy ste m .
R e fe r to app licab le p ro c e d u re s fo r r e p a ir . If th e se
v alv es a r e o p e ra tin g p ro p e rly , o r if "fee l" is not
s a tis fa c to ry on m odels not using check v a lv es, then
a i r is s till p r e s e n t in s y ste m and bleeding again
w ill be n e c e s s a ry .
MANUAL BLEEDING
M anual bleeding is the sa m e a s p r e s s u r e
b leeding, except th a t the b ra k e fluid is fo rc e d
th ro u g h the lin e s by pum ping the b ra k e ped al in ­
ste a d of by a i r p r e s s u r e . F lu id in m a s te r c y lin d e r
m u st be re p le n ish e d a fte r bleeding at each valve.
B ra k e pedal should be pum ped up and down slow ly,
and should be on dow nstroke a s valve is clo sed .
F ig u re 9 illu s tr a te s the clutch and b ra k e pedal
in sta lla tio n u se d on conventional cab m odels w ith
a dash m ounted m a s te r cy lin d er (sin g le system )
and re m o te m ounted vacuum b o o ste r (when u sed ).
F ig u re 10 illu s tr a te s the b ra k e ped al in s ta ll­
atio n u se d on a ll tilt cabs w ith a double b a r r e l
m a s te r cy lin d er m ounted u n d er the cab and a r e ­
m ote m ounted b o o s te r.
Figure 9 —Clutch and Brake Pedal Installation (Conv. M odels)
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 5A-8
HYDRAULIC BRAKES
BRAKE PEDAL REPLACEMENT
(ALL EXCEPT TILT CAB)
T h e se m odels have a susp en d ed type b ra k e
p ed a l m ounted in a b ra c k e t w hich is s e c u re d on
the u n d e rsid e of th e in s tru m e n t p an el.
A s in d icated on fig u re s 8 and 9, th e b ra k e
p ed al p iv o ts on the o u tsid e of sle e v e , and clu tch
p ed al sh aft extends th ro u g h in sid e of sle e v e . Nylon
bu sh in g s a r e in s ta lle d in each end of b ra k e p ed al
tube, fo rm in g the co n tact betw een p ed al tube and
p ed al sle e v e . C lutch p ed al sh a ft is c a r r ie d in nylon
bushing s in s ta lle d in each end of s le e v e . The b ra k e
m a s te r cy lin d e r is m ounted on th e engine sid e of
th e dash . A d ju stab le p u sh ro d , extending th ro u gh
d ash into m a s te r c y lin d e r b o re , is a tta c h e d by
sp e c ia l bo lt to b ra k e p ed al le v e r.
In r e le a s e d p o sitio n , each p ed al is h e ld a g a in st
a ru b b e r b u m p er by p e d a l re tu r n s p rin g s . The fo l­
lowing p ed al re p la c e m e n t p ro c e d u re s c o v e r both
clu tch and b ra k e p e d a ls .
PEDAL REMOVAL (F ig s. 8 and 9)
In o r d e r to rem o v e th e b ra k e p ed al, th e clu tch
ped al m u st a lso be re m o v ed .
1. R em ove b o lt atta c h in g b ra k e m a s te r c y l­
in d e r p u sh ro d to p e d a l le v e r .
2. Unhook p ed al re tu r n s p rin g s .
3. L oosen clam p b o lt se c u rin g clu tch p ed al
sh a ft le v e r on end of clu tch p ed al sh aft and rem o v e
le v e r fro m sh aft. R em ove s p rin g w a sh e r, b u sh in g s,
and clu tch p ed al and sh a ft fro m sle e v e .
4. R em ove bolt a ttach in g p ed al s le e v e to
p a n e l-to -d a s h b r a c e . R em ove sle e v e fro m b ra c e ,
a t the sa m e tim e rem o v in g b ra k e p ed al and b u sh ­
in g s.
PED A L INSTALLATION
B e fo re in sta llin g p e d a ls , check b u sh in g s in
b ra k e p ed al and in p e d a l sle e v e fo r evidence of
w e a r o r d e te rio ra tio n . B u sh in g s a r e s p lit type and
can e a sily be rem o v ed and re p la c e d .
1. In s ta ll bush in g s in p ed al tu b e. P o sitio n
b ra k e p ed al at u n d e rsid e of in s tru m e n t p a n e l-to -
d ash b ra c e . I n s e r t p ed al sle e v e thro u g h b r a c e and
p e d a l and a tta c h s le e v e to b ra c e w ith bolt and nut.
2. In s ta ll b ushings in s le e v e . I n s e r t clu tch
p ed al sh aft through s le e v e and in s ta ll s p rin g w a sh ­
e r and p ed al sh aft le v e r on end of sh a ft. T ighten
le v e r clam p bo lt firm ly .
3. C onnect p ed al r e tu r n s p rin g s .
4. C onnect m a s te r c y lin d e r pu sh ro d to b ra k e
p e d al, u sin g sp e c ia l sh o u ld e r b o lt, lo ck w a sh e r,
and nut. T ighten nut.
5. A djust push ro d to p ro v id e ro d to p isto n
c le a ra n c e a s d ire c te d u n d e r "P u sh Rod A d ju stm e n t.”
BRAKE PEDAL REPLACEMENT
(TILT CAB)
(R efer to F ig u re 10)
REMOVAL
In o rd e r to rem o v e th e b ra k e p ed al on tilt cab
m o d els, it is n e c e s s a ry to f i r s t rem o v e the clutch
p e d a l asse m b ly to obtain enough c le a ra n c e to r e ­
m ove b ra k e pedal.
1. R em ove clutch p ed al (for d e ta ils se e ’’C lutch
P e d a l and B ushing R e p la c e m e n t” in "CLUTCH CON­
TRO LS” (SEC. 7D) of th is m anual.
2. R em ove u p p er to lo w er pedal co nnecto r
b o lt. R em ove pedal u p p er half.
3. R em ove pedal r e tu r n sp rin g .
4. R em ove pedal to p u sh ro d bolt.
5. R em ove lock rin g and w a sh e r fro m o u tsid e
end of pin and bushing a sse m b ly .
6. R em ove g re a s e fittin g fro m bushing.
7. R em ove b o lts w hich fa ste n bushing a s s e m ­
bly to cab s ill.
8. S im ultaneously slid e pedal a sse m b ly and
bushing asse m b ly out of cab s ill in opposite d ir e c ­
tio n s, tw istin g each a s n e c e s s a ry to c le a r s ill and
o th e r o b stru c tio n s.
INSTALLATION
1. S im ultaneously in s e r t bushing a ssem b ly
fro m o u te r sid e of cab s ill and b ra k e p ed al a s s e m ­
bly fro m in n e r sid e of cab s ill, tw istin g each a s
n e c e s s a ry to allow pedal p in to slid e com pletely
th ro u g h bushing and bushing asse m b ly to slid e
com p letely through cab s ill.
2. In sta ll b o lts w hich fa ste n bushing a sse m b ly
to cab s ill. T ighten s e c u re ly .
3. In sta ll g re a s e fitting.
4. In s ta ll w a sh e r and lock rin g on ou tsid e end
of pin and bushing a sse m b ly .
5. In sta ll pedal to pu sh ro d b o lt.
6. In sta ll p e d al re tu rn sp rin g .
7. In s e r t ped al u p p er half th ro u g h s e a ls and
fa ste n u p p e r and low er pedal h alv e s w ith bolt.
8. In s ta ll clutch ped al (for d e ta ils se e "C lutch
P e d a l and B ushing R ep lacem en t" in "CLUTCH CON­
TROLS" (SEC. 7D) of th is m anual.
PUSH ROD ADJUSTMENT
In stru c tio n s covering push ro d ad ju stm en t
v a r ie s acco rd in g to m odel. The am ount of fre e
p lay and the lo cation fo r m ea su rin g fre e play is
th e sa m e on a ll m odels and type of equipm ent u sed .
P u sh ro d a d ju stm en t is v e ry im p o rta n t on all
m odels and to le ra n c e given should be ad h e re d to.
If the pu sh ro d is too long, b ra k e s w ill not r e le a s e
co m p lete ly . If the push ro d is too s h o rt e x c e ssiv e
p ed al tra v e l w ill be re q u ire d to apply the b ra k e s .
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 5A-9

HYDRAULIC BRAKES

1 Pedal Upper Half 9 Pedal to Push Rod Bolt

2 Pedal Upper and Low er 10 C levis
Seals 11 Adjusting Nut
3 Upper to Low er Pedal 12 Push Rod
C onnector Bolt 13 Boot
4 Pedal Low er Half 14 Mounting Bracket
5 Pedal R eturn Spring 15 Bracket to M aster
ii 6 Pedal Bumper C ylinder G asket
7 Pedal Support Sill 16 M aster C ylinder
8 Pin and Bushing A ssy.

T-7907

Figure 10— Brake Pedal and Master Cylinder Installation (Tilt Cab Models)

NOTE: P e d a l fre e play fo r a ll m odels is 1 /8 "

IM PO R T AN T: If any doubt exists
a t ped al pad.
relative to push rod adjustment, always
remember it is better to have push rod
adjusted too short than for it to be too
long.

T IL T CAB MODELS
(R e fe r to F ig . 10)
1. Set e m e rg en cy b ra k e o r block w h eels.
2. T ilt cab (See in stru c tio n s in S ection 1).
3. To a d ju st, lo o se n ad ju stin g nut and tu rn ro d
in o r out of ro d end a s n e c e s s a ry . A djust so that
th e r e is 1 /8 " f r e e play m ovem ent of b ra k e pedal
a t p ad b e fo re end of p u sh ro d c o n ta c ts p isto n . See
fig u re 11.
4. T ighten ad ju stin g nut.
5. C heck o p e ra tio n of b ra k e s .

CONVENTIONAL AND "S" MODELS

(R e fe r to F ig s. 8 and 9)
1. Set e m e rg en cy b ra k e o r block w h eels. Free Movement
2. L oosen ad ju stin g nut on p ush rod.
3. T u rn ro d in o r out of ro d e n d a s n e c e s s a ry .
A djust so th at th e re is 1 /8 " f r e e play m ovem ent of
b ra k e p ed al a t p a d b e fo re end of p u sh ro d co n tac ts
T-4603
p isto n .
4. T ighten a d ju stin g nut.
5. C heck o p e ra tio n of b ra k e s . Figure 11 — Brake Pedal Free Movement

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 5A - 10
HYDRAULIC BRAKES
MASTER CYLINDERS
DESCRIPTION
T h e re a r e th r e e d iffe re n t type b ra k e m a s te r
c y lin d e rs u se d on th e s e v e h ic le s; sin g le b a r r e l
(m odels w ith m e c h a n ic al clu tch c o n tro ls), double
b a r r e l (m odels w ith h y d rau lic clu tch c o n tro ls),
and s p lit sy ste m .
On conventional cab m odels the m a s te r cy lin ­
d e r is m ounted on th e engine sid e of the f ir e w all
and is fa ste n e d by two b o lts.
On tilt cab m odels the d o u b le -b a rre l c y lin d er
is m ounted u n d e r th e cab on a b ra c k e t w ith th re e
b o lts.
The sp lit s y s te m type m a s te r c y lin d e r is sta n d ­
a rd on "S" M odels and optional on o th e r s . It is
m ounted on engine sid e of the f ir e w all and is
fa ste n e d by fo u r b o lts.
A ll m a s te r c y lin d e rs , except sp lit s y s te m type,
have b le e d e r s c re w s ( r e f e r to "B rak e B leeding
Sequence C h a rt," fig u re 6).
FILLER CAPS
F ille r cap on sin g le and double b a r r e l cy lin ­
d e rs is re c ta n g u la r and in c o rp o ra te s a com bination
s e a l and d iap h rag m m ade of ru b b e r. The p u rp o se of
th is is to p re v e n t d ir t fro m e n te rin g th e r e s e r v o ir ,
to p re v e n t b ra k e flu id fro m leaking out and to a l­
low fo r expansion and c o n tra c tio n of flu id le v e l as
th e r e s u lt of changes in te m p e ra tu re a s w ell a s
changes in fluid lev el a s th e re s u lt of n o rm a l b ra k e
o p e ra tio n . T h ese cap s a r e fa ste n e d to th e top of the
m a s te r cy lin d e r by a sin g le bolt down thro u g h the
c e n te r w hich f its in a th re a d e d hole in th e m a s te r
c y lin d e r body (see fig. 14).
F ille r cap u se d on s p lit s y s te m is a sin g le cap
co v erin g both r e s e r v o ir s and is fa ste n e d by a sin gle
bo lt in th e c e n te r a s show n in fig u re 15.
Figure 12—Split System M aster Cylinder Installed
B ra k e fluid level in a ll m a s te r c y lin d ers should
be checked p e rio d ic a lly by rem oving fille r cap and
m aking v isual insp ectio n . On conventional m odels
the m a s te r c y lin d er is a c c e s s ib le by lifting the
hood to the engine co m p a rtm e n t on the left sid e of
veh icle. On tilt cab m odels the m a s te r c y lin d e r is
a c c e s s ib le by rem oving the m etal p la te on the
r i s e r panel below the fro n t of the d r iv e r 's s e a t.
On "S" M odels the m a s te r c y lin d e r is a c c e ssib le
by lifting the hood to th e engine com p artm en ts
MAINTENANCE (ALL TYPES)
F ille r cap s on a ll m a s te r c y lin d e rs a r e de­
sig n ed to vent the fluid r e s e r v o ir w ithout p e r m it­
ting lo s s of fluid. B y -p a ss p o rt betw een cy lin d er
b o re and r e s e r v o ir and vent hole in f ille r cap m ust
be kept open to a s s u r e p ro p e r o p eratio n . An ob­
s tru c te d b y -p a s s p o rt w ill p re v e n t r e tu rn of fluid
to r e s e r v o ir , p rev en tin g full r e le a s e of b ra k e s .
B y -p a s s p o rts may be o b stru c te d by one of the fo l­
low ing cau ses:
1. C logged w ith d irt — rem o v e m a s te r cy lin ­
d e r and d isa sse m b le and clean a ll p a r ts .
2. Swollen p rim a r y cup due to the u se of
w rong fluid - - overhaul m a s te r c y lin d e r, d ra in and
flu sh e n tire b ra k e sy ste m , and re fill w ith p ro p e r
fluid.
3. P e d a l binding on sh a ft, p rev en tin g full r e ­
tu rn of p isto n — fre e up and lu b ric a te p ed al.
4. Im p ro p e r push ro d ad ju stm e n t — ad ju st
pu sh ro d .
MASTER CYLINDER REPLACEMENT
TILT CAB MODELS
R em oval
1. T ilt cab fo rw a rd and p la c e a su ita b le con­
ta in e r u n d er m a s te r c y lin d er to catch flu id when
h y d rau lic lin e s a r e disco n n ected . DO NOT R E ­
USE THIS FLUID.
2. D isconnect hy d rau lic lin e s fro m o u tle ts of
b ra k e and clutch c y lin d e rs.
3. R em ove th re e b o lts attach in g m a s te r c y l­
in d e r to su p p o rt b ra c k e t and re m o v e m a s te r c y l­
in d e r a sse m b ly . B oots w ill re m a in on pu sh ro d s.
In sta lla tio n
1. P o sitio n m a s te r c y lin d e r asse m b ly a t su p ­
p o rt b ra c k e t and guide pu sh ro d s into p isto n s. A t­
ta c h cy lin d e r w ith th re e b o lts. Tighten b o lts firm ly .
2. C onnect hy d rau lic lin e s to b ra k e and clutch
c y lin d e r o u tle ts.
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 5A - 11
HYDRAULIC BRAKES

3. A djust pu sh ro d s a s d ire c te d u n d er "B rak e

P e d a l and L in k ag e."
4. F ill m a s te r c y lin d e r r e s e r v o ir and bleed
b ra k e s y ste m a s d ire c te d u n d e r "B leeding B ra k e s ."

CONVENTIONAL MODELS
R em oval
1. P la c e a su ita b le c o n ta in e r u n d e r m a s te r
c y lin d e r to catch flu id when h y d rau lic lin e s a r e
d isco n n ected . DO NOT RE-U SE THIS FLUID.
2. D isconnect h y d ra u lic lin e s fro m o u tlet of
b ra k e c y lin d e r.
3. R em ove two b o lts and lo ck w a s h e rs a tta c h ­
ing m a s te r c y lin d e r to dash (nuts a r e w elded to
in n e r sid e of dash) and rem o v e m a s te r cy lin d er
a sse m b ly . 1 C over A ssem bly 8 P r im a r y Cup
2 C over G asket 9 Spring R e ta in e r
In sta lla tio n 3 R e s e rv o ir Body 10 R e tu rn Spring
1. P o sitio n m a s te r cy lin d er a sse m b ly a t dash, 4 Snap Ring 11 C heck V alve
w hile an a s s is ta n t in sid e cab guides p u sh ro d into 5 Stop P la te 12 C heck V alve Seat
p isto n . A ttach c y lin d e r to d ash w ith two b o lts and 6 S econdary Cup 13 O utlet P o rt
lo ck w a s h e rs . 7 P isto n A ssem b ly 14 B y -P a s s P o r t
T-4606
2. C onnect h y d ra u lic lin e to b ra k e (and clutch
on dual) cy lin d er o u tle t.
3. A djust p u sh ro d a s d ire c te d u n d er "B rak e Figure 13— Single Barrel Master Cylinder (Typical)
P e d a l and L in k ag e."
4. F ill m a s te r c y lin d e r r e s e r v o ir and bleed 6. If n e c e s s a ry , a d ju st the b ra k e ped al f r e e -
b ra k e sy ste m a s d ire c te d u n d e r "B le e d in g B ra k e s." p lay a s d ire c te d .
7. T e s t b ra k e s and m ake any n e c e s s a ry a d ­
"S" MODELS AND CONVENTIONAL ju stm e n ts if o p era tio n is not sa tis fa c to ry .
(SPL IT MASTER CYLINDER)
MASTER CYLINDER OVERHAUL
R em oval (R efer to F ig . 12)
1. Wipe m a s te r c y lin d e r and lin e s clean with The follow ing p ro c e d u re s c o v er d isa sse m b ly ,
a clean cloth. P la c e d ry clo th s below m a s te r c y l­ cleaning, in sp ec tio n and re p a ir , and a sse m b ly of
in d e r to a b s o rb any flu id sp illa g e . com ponents u se d in both the b ra k e and clutch c y l­
2. D isco n n ect h y d ra u lic lin e s a t m a s te r c y l­ in d e r b o re s on double b a r r e l m a s te r c y lin d e rs and
in d e r. C o v er lin e ends w ith clean , lin t- f r e e m a te r ­ on b ra k e cy lin d e r b o re s on sin g le b a r r e l c y lin d e rs.
ia l to p re v e n t fo re ig n m a tte r fro m en te rin g sy ste m .
3. R em ove n u ts, b o lts, and w a s h e rs w hich OVERHAUL (EX C EPT S P L IT -T Y P E )
fa s te n m a s te r c y lin d e r to dash. P u ll m a s te r cy lin ­ (R efer to F ig u re s 13 and 14)
d e r s tra ig h t off p u sh ro d and rem o v e fro m engine 1. C lean a ll d ir t fro m outside of u n it, using a
c o m p a rtm e n t. n o n -p e tro le u m so lvent.
4. R em ove m a s te r c y lin d e r c o v e r and p o u r 2. R em ove snap rin g fro m groove in both c y l­
out flu id fro m r e s e r v o i r s . Pum p the re m ain in g in d e r b o re s .
flu id out by d e p re s s in g p isto n . 3. R em ove p isto n a sse m b ly , p rim a r y cup, r e ­
tu rn sp rin g and r e ta in e r a sse m b ly , check valve
In s ta lla tio n (R efer to F ig . 12) and check valve s e a t fro m b ra k e c y lin d e r b o re .
1. P la c e m a s te r c y lin d e r in p o sitio n in engine 4. R em ove p isto n asse m b ly , p rim a ry cup, and
c o m p a rtm e n t. M ake c e rta in th a t p u sh ro d and boot re tu rn sp rin g and r e ta in e r a sse m b ly fro m clutch
a r e in p ro p e r p o sitio n . cy lin d e r b o re .
2. F a ste n m a s te r cy lin d e r to d ash w ith nuts, 5. R em ove c o v er fro m c y lin d e r housing.
b o lts, and w a s h e rs . 6. R em ove b le e d e r sc re w .
3. C onnect b ra k e lin e s to m a s te r c y lin d e r.
4. F ill r e s e r v o ir s w ith reco m m en d ed b ra k e C leaning
flu id . Im m e rs e p a r ts in b ra k e fluid o r alcohol and
5. Follow in s tru c tio n s in th is m anual u nder w ash thoroughly. Wipe s m a ll p a r ts dry and blow
heading of "B leed in g B r a k e s .” out in sid e of r e s e r v o ir and cy lin d er b o re s . Make

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 5A-12

HYDRAULIC BRAKES

1 R e s e rv o ir C over
2 M a ste r C y lin d er H ousing
3 P isto n R e tu rn Spring
4 P r im a r y Cup
5 P isto n A ssem bly
6 Snap Ring
7 Boot
8 C heck V alve (B rake C y lin d er Only)
9 C heck Valve Seat (B rak e C y lin d er Only)
10 B le e d e r V alve (B rake C y lin d er Only)

T-7902

Figure 14—Double Barrel M aster C ylinder Components

s u r e intak e and b y -p a s s p o r ts in c y lin d e r housing b o rin g follow ed by ball o r r o lle r b u rn ish in g u n d er

and b le e d e r h o les in p is to n a r e clean .
CAUTION: DO NOT use kerosene or
gasoline for cleaning master cylinder
components._________________________
In sp ectio n and R e p a ir
M a s te r cy lin d e r r e p a ir k its a r e a v a ila b le
w hich contain a ll the p a r ts o rd in a rily re q u ire d
when o v erh au lin g m a s te r c y lin d e rs. R e fe r to ap ­
p lic a b le P a r ts Book fo r p a r t n um ber of r e p a ir kit.
In additio n to re p la c e m e n t of p a r ts co n tain ed in
r e p a ir k it, m a s te r c y lin d e r should be in sp e c ted
and re p a ire d , if n e c e s s a r y , a s follow s:
1. E xam ine c y lin d e r b o re s . DO NOT HONE
THE MASTER CYLINDER OR WHEEL CYLINDER
BORES.
NOTE: When b ra k e m a s te r c y lin d e rs o r w heel
c y lin d e rs a r e o v erh au led , it is re co m m en d ed th at
th e c y lin d e r body be re p la c e d r a th e r than "clean ed
u p " by honing th e b o re . M a s te r cy lin d e r and w heel
cy lin d e r b o re s have a h a rd , highly p o lish ed " b e a r-
in g ized " s u rfa c e , w hich is p ro d u ced by diam ond
heavy p r e s s u r e . Honing w ill d e stro y th is s u rfa c e ,
leav in g a s o fte r and ro u g h e r s u rfa c e w hich w ill
c a u se m o re ra p id w e a r of ru b b e r cups.
It is p e rm is s ib le to clean up m inute s u rfa c e
ir r e g u la r itie s w ith c ro c u s cloth, p ro v id in g the i r ­
re g u la rity is sm a ll enough to clean up by th is
m ethod.
2. C heck p isto n fit in c y lin d er b o re . C le a ra n c e
betw een p isto n and c y lin d e r w all should be w ithin
0.001” to 0.005" when checked w ith fe e le r gauge.
A ssem b ly (F ig s. 13 and 14)
1. B e fo re a sse m b lin g , co at in sid e of c y lin d er
b o re s and dip a ll in te rn a l p a r ts in h y d rau lic b ra k e
fluid.
2. In s ta ll com ponents in b ra k e c y lin d e r b o re
of double b a r r e l c y lin d e rs a s follow s:
a. In s ta ll check valve s e a t in c y lin d e r b o re ,
then p o sitio n check valve on s e a t.
b. In s ta ll r e tu rn sp rin g (s h o rte s t of th e two)
in b o re w ith la rg e d ia m e te r end of sp rin g o v e r
check valve.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 5A-13

HYDRAULIC BRAKES

c. In sta ll p r im a r y cup in c y lin d e r b o re with OVERHAUL (SPL IT -T Y PE )

lip of cup tow ard o u tlet end. Make s u r e end of r e ­
tu rn sp rin g s e a ts in sid e th e cup.
d. In s e r t p isto n and se c o n d a ry cup assem b ly
into c y lin d e r b o re , w ith open end of p isto n tow ard
open end of c y lin d e r.
e. P r e s s p isto n into cy lin d e r b o re , c o m p re s s ­
ing sp rin g , and in s ta ll snap rin g in groove in b o re .
M ake s u r e snap rin g is fully se a te d in groove.
3. In s ta ll com ponents in clutch cy lin d er b o re
a s follow s:
a . In s ta ll r e tu rn s p rin g (lo n g est of the two) in
c y lin d e r b o re , la r g e d ia m e te r end f ir s t.
b. In s ta ll p rim a ry cup in c y lin d e r b o re w ith
lip of cup to w ard o u tlet end. M ake s u r e end of
s p rin g s e a ts indide the cup.
c. I n s e r t p isto n and se c o n d a ry cup into c y lin ­
d e r b o re , w ith open end of p isto n to w ard open end
of c y lin d e r.
d. P r e s s p isto n into c y lin d e r b o re , c o m p re s s ­
ing sp rin g , and in s ta ll snap rin g in groove in b o re .
M ake s u r e snap rin g is fully s e a te d in groove.
4. In s ta ll c o v e r on cy lin d e r r e s e r v o ir .
5. In s ta ll b le e d e r sc re w .
D isa sse m b ly (R efer to F ig. 15)
1. R em ove c y lin d er co v er b o lt and g a sk e t.
2. L ift off r e s e r v o ir co v e r and co v e r s e a l.
P o u r out any e x c e ss fluid and s tro k e p isto n to
fo rc e flu id through ou tlet p o r ts .
3. R em ove p isto n stop b o lt and g a sk e t fro m
b o tto m of r e s e r v o ir housing.
4. U se snap rin g p lie r s and rem o v e r e ta in e r
rin g fro m groove in end of c y lin d er b o re .
5. R em ove stop p la te .
6. A ll in te rn a l p a r ts should slid e e a sily out
of c y lin d e r b o re . If they do not, apply c o m p re sse d
a ir c a re fu lly a t fro n t o u tle t p o rt. If p a r ts do not
rem o v e e a sily , exam ine b o re c arefu lly fo r ex ten ­
siv e dam age w hich m ay e lim in ate the p o ssib ility
of reconditioning the m a s te r c y lin d er.
C leaning and Inspection
C lean a ll p a r ts in clean b ra k e fluid o r alcohol.
If the r e s e r v o ir housing is d e g re a se d , fin ish clean
to rem ove a ll tr a c e of o th e r so lv e n ts. In sp ect the
cy lin d e r b o re fo r s c ra tc h e s o r c o rro sio n . M inor
b le m ish e s can be rem o v ed w ith c ro c u s cloth. DO

1 P r im a r y P is to n S eal Cup 10 Tube Seat 16 Stop B olt

2 P r im a r y P isto n 11 Secondary P isto n R eturn 17 P r im a r y R e tu rn Spring
3 C o v er Seal Spring R e ta in e r
4 R e s e rv o ir C over 12 S econdary P isto n P r e s s u r e 18 P r im a r y R etu rn Spring
5 G asket Cup 19 P r im a r y P isto n Stop P in
6 C over B olt 13 F loating Secondary P isto n 20 P r im a rv P isto n P r e s s u r e
7 Intake P o r t 14 Secondary P isto n Seal Cup Cup
8 B y -P a ss P o rt 15 G asket 21 Stop P la te
9 R e s e rv o ir H ousing 22 R e ta in e r Ring T-5245

Figure 15—Split System M aster Cylinder

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 5A-14
HYDRAULIC BRAKES
NOT OVERSIZE CYLINDER OVER NOMINAL IN­
SIDE DIAM ETER. DO NOT HONE.
C heck b y -p a s s p o r ts in both r e s e r v o ir s to
m ake s u r e they a r e open and fre e of b u r r s . P ro b e
p a r ts w ith soft cop p er w ire 0 .0 2 0 -in ch in d ia m e te r,
o r s m a lle r . Do not u se s te e l w ire to check p o rts .
T h is may s c r a tc h b o re of m a s te r cy lin d e r o r cau se
b u r r s in p o rt.
R em ove and d is c a rd a ll ru b b e r p a r ts . All ru b ­
b e r p a r ts a r e included in r e p a ir k it w hich is a v a il­
able fro m r e g u la r s e rv ic e p a r ts s o u rc e s .
A ssem b ly (R efer to F ig. 15)
1. Coat a ll p a r ts w ith a lib e ra l am ount of
b ra k e fluid.
2. In s ta ll ru b b e r s e a l cup on se c o n d a ry p isto n
w ith cup lip facing r e a r (open end of cy lin d er).
NOTE: A ll o th e r cup lip s face opposite d ir e c ­
tion (closed end of c y lin d e r).
3. Stack and in s ta ll seco n d ary p isto n sp rin g ,
p r e s s u r e cup and p isto n in cy lin d er b o re .
4. In sta ll p isto n stop bolt and new gask et, m ak­
ing s u r e s c re w e n te rs cy lin d er b o re behind r e a r of
p isto n . U sing new g a sk e t w ill p re v e n t leak age.
5. A ssem b le and in s ta ll p rim a r y p isto n p a r ts
in c y lin d e r b o re .
6. In sta ll stop p la te in cy lin d e r b o re .
7. C o m p re ss a ll p a r ts in cy lin d er b o re and
in s ta ll r e ta in e r rin g in groove.
8. In s ta ll r e s e r v o ir c o v er and s e a l.
BRAKE FAILURE W ARNING
SWITCH
S-50 and conventional cab and cow l m odels
equipped w ith dual hy d rau lic b ra k e s y s te m s have
a b ra k e fa ilu re and tra v e l w arning sw itch lo ca ted
above the b ra k e p ed al pivot. A r e d lig h tis pro v id ed
to w arn the o p e ra to r of a b ra k e lin e fa ilu re a n d /o r
e x c e ssiv e b ra k e pedal tra v e l.
The in d ic a to r sw itch is w ire d so a s to cau se
the bulb to light in the ignition "STA RT” positio n
p ro v id in g fo r a functional bulb check.
Should the in d ic a to r light com e on during the
b ra k e application, the follow ing conditions may
e x ist and c o rre c tiv e actio n should be taken im ­
m ediately:
1. H ydraulic leak ag e o r p r e s s u r e lo s s .
2. L o ss of b ra k e a d ju stm en t.
3. S ev ere u sag e o r w orn out b ra k e lin in g s.
REMOVAL (R efer to F ig. 16)
1. D isconnect b a tte ry c a b le s.
2. D isconnect e le c tric a l le a d fro m sw itch
(under dash).
3. R em ove s c re w s holding sw itch and rem o v e
sw itch.
NOTE: T h is sw itch is a n o n -a d ju stab le, non-
se rv ic e a b le ite m . If defective, it m u st be re p la c e d .
INSTALLATION
1. In sta ll sw itch in r e v e r s e o r d e r of rem o v al
and follow ad ju stm e n t p ro c e d u re .
Figure 17—Pedal Travel Tool Installed
CHEVROLET 40-60 TRUCK SERVICE MANUAL

ADJUSTMENT
1. W ith the b ra k e p ed al p u lled back a g ain st
th e stop lam p sw itch b ra c k e t b u m p er and w ith
b ra k e fa ilu re w arning sw itch le v e r rid in g on pin
on the b ra k e p ed al b ra c k e t, snug up sc re w s on
sw itch b ra c k e t.
2. R em ove th e pu sh ro d fro m the b ra k e p ed al.
3. Apply th e b ra k e p edal f a r enough to in sta ll
to o l ( J - 23449-2 - p a in te d yellow on S-50 m odels)
(o r J-2 3 4 4 9 - p ain ted blue on o th e r m odels) b e ­
tw een the p edal a rm and the ru b b e r b u m p ers (see
fig . 17). Allow the b ra k e p ed al and tool to r e s t
a g a in st the ru b b e r b u m p e r.
4. C onnect a te s t lig h t a c r o s s the sw itch. (Ig­
nition unfused to 'sw itch .)
WHEEL CYLINDERS
T h e re a r e fo u r d iffe re n t type w heel c y lin d e rs
u s e d on v e h ic le s c o v e re d by th is m anual. F ro n t
b ra k e s a r e e ith e r Type " F ," "F A ,” o r D uo-Servo.
R e a r b ra k e s a r e e ith e r Type " F R -3 ," "F R -3 A ,"
o r T w in-A ction.
Since w heel c y lin d e rs can be d isa sse m b le d
and r e p a ir e d w ithout rem o v in g th em fro m the v e­
h ic le the p r o c e d u re s a r e c o v e re d in th is m anual
along w ith "R ep la c e m e n t" p ro c e d u re s .
NOTE: DO NOT HONE MASTER CYLINDER
OR W HEEL CYLINDER BORES.
When b ra k e m a s te r c y lin d e rs o r w heel cy lin ­
d e r s a r e o v erh au led , it is reco m m en d ed th a t the
c y lin d e r body be re p la c e d r a th e r than "c le a n e d u p "
by honing th e b o re . M a s te r cy lin d e r and wheel
c y lin d e r b o re s have a h a rd , highly p o lish e d " b e a r-
in g ized " s u rfa c e , w hich is p ro d u ced by diam ond
b o rin g follow ed by b a ll o r r o lle r b u rn ish in g u n d er
heavy p r e s s u r e . Honing w ill d e s tro y th is s u rfa c e .
It is p e r m is s ib le to clean up m inute s u rfa c e
ir r e g u la r itie s w ith c ro c u s cloth, p ro v id in g the i r ­
re g u la rity is sm a ll enough to clean up by th is
m ethod.
WHEEL CYLINDER REPLACEMENT
TY PES "F " AND "F A "
R em oval
1. J a c k up axle and re m o v e b ra k e sh o es a s
d ire c te d u n d er "B ra k e Shoe R em o v al."
2. D isconnect a x le b ra k e tube fro m in le t con­
n e c to r a t u p p e r c y lin d e r. R em ove in le t con n ecto r
a tta c h in g connecting tube fittin g to u p p e r c y lin d e r,
and re m o v e b o lt attach in g connecting tube fittin g
to lo w er c y lin d e r. R em ove connecting tube and
fittin g a s se m b ly .
Sec. 5A-15
HYDRAULIC BRAKES
5. If the lam p is off, ro ta te the b ra c k e t upw ard
u n til the te s t light " ju s t" com es on.
6. If the lam p is on, ro ta te the b ra c k e t down­
w a rd u n til the te s t lig h t " ju s t" goes out.
7. Hold the b ra c k e t in th is p o sitio n and tighten
the s c re w s to 18 foot-pounds to rq u e .
8. R em ove the te s t lig h t.
9. Connect the e le c tric a l le a d to the sw itch
and te s t the o p eratio n a t the w arning lig h t.
NOTE: The b ra k e fa ilu re w arning light should
com e on at a p p ro x im ately 60 p e r cent of a v ailab le
b ra k e pedal tra v e l.
10. C onnect the push ro d to the b ra k e p ed al.
In sta ll th e attach in g bolt and nut. T orque nut to 30
fo o t-p o u n d s. In sta ll the c o tte r pin.
3. R em ove one la rg e and two sm a ll b o lts a t­
tach in g each cy lin d er to backing p la te , then r e ­
m ove c y lin d e rs fro m backing p la te .
In sta lla tio n
NOTE: The two w heel cy lin d e rs m ounted on
each b ra k e a r e id en tic al; how ever, c y lin d e rs on
rig h t- and le ft-h a n d b ra k e s have o p posite cy lin d e r
c a stin g s. C lean m ating su rfa c e s of c y lin d e rs and
backing p la te to e n su re p ro p e r alignm ent.
1. P la c e each cy lin d e r on backing p la te and
a tta c h w ith one la rg e and two sm a ll b o lts and lock
w a s h e rs .
2. P o sitio n w heel cy lin d er connecting tube and
fittin g s asse m b ly and a tta c h fitting to lo w er open­
ing in u p p e r cy lin d e r w ith in le t co n n ecto r, usin g
new copper g a sk e t on both sid e s of fittin g . A ttach
fittin g to lo w er opening in lo w er c y lin d e r w ith
sp e c ia l bolt, u sin g new copper g ask et on both sid e s
of fittin g . T ighten in let co n n ecto r and sp e c ia l bolt
firm ly .
3. In s ta ll b le e d e r valve in u p p e r opening in
each c y lin d e r.
4. In s ta ll the b ra k e sh oes a s d ire c te d u n d e r
"B ra k e Shoe In sta lla tio n ." B leed b ra k e sy ste m as
d ire c te d u n d er "B leeding B ra k e s ."
DUO-SERVO
R em oval
1. Ja c k up axle and rem o v e w heel, b ra k e
d ru m , and b ra k e sho es a s d ire c te d la te r u n d e r
"B ra k e Shoe R em o v al."
2. D isconnect m e tal b ra k e tube fro m flexible
hose a t fra m e , disco n n ect hose fro m fra m e , then
u n sc re w hose fittin g fro m w heel c y lin d e r housing.
3. R em ove cap s c re w s and w a sh e rs attach in g
w heel c y lin d e r to backing p la te and rem o v e cy lin ­
d e r a sse m b ly .
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 5A-16
HYDRAULIC BRAKES
In sta lla tio n
1. P o sitio n w heel c y lin d e r on backing p la te
and a tta c h w ith cap s c re w s and lo ck w a s h e rs .
2. T h re a d b ra k e h o se fittin g into w heel cy lin ­
d e r housing u sin g a new co p p er g a sk e t on hose
fittin g . I n s e rt fittin g a t o th e r end of hose through
fra m e and s e c u re w ith toothed lock w a sh e r and nut
o r w ith s p rin g lock, depending upon type u se d . Con­
n e ct m e ta l b ra k e tube to h o se fittin g in sid e fra m e
sid e r a il.
3. In s ta ll th e b ra k e sh o es a s d ire c te d u n d er
"B ra k e Shoe In s ta lla tio n ." B leed b ra k e s y s te m a s
d ire c te d u n d e r "B leeding B r a k e s .”
TY PE ” F R -3 ” AND ” F R -3 A ”
R em oval
1. J a c k up ax le and rem o v e b ra k e sh o es a s
d ire c te d u n d e r ’’B ra k e Shoe R e m o v a l.”
2. D isco n n ect ax le b ra k e tube fro m u p p e r c y l­
in d e r a t in n e r sid e of b ack in g p la te . R em ove w heel
cy lin d e r connecting tube a t in n e r sid e of backing
p la te .
3. R em ove two b o lts and lock w a sh e rs a tta c h ­
ing each w heel c y lin d e r to backing p la te . R em ove
w heel c y lin d e rs and h e a t s h ie ld s , then re m o v e h eat
sh ie ld s fro m c y lin d e rs .
TYPE “ F” AND TYPE “ FA ” -FR O N T
TYPE “ FR-3” AND TYPE “ FR-3A” -R E A R
1 Boot 6 P isto n Spring
2 B rak e Shoe Guide 7 C ylinder
3 P isto n 8 B rake Shoe A nchor
4 P isto n Cup Slot
5 Cup F ille r 9 P ush Rod T-4566
Figure 18—W heel Cylinders Used with Type
“ F ," “ F A ," “ FR-3” , and “ FR -3A " Brakes
In sta lla tio n
NOTE: U pper and lo w er w heel c y lin d e rs on
both rig h t- and le ft-h a n d b ra k e s a r e in te rc h a n g e ­
ab le . C y lin d ers m ust be p o sitio n ed on backing
p la te so th at the long stro k e end of the c y lin d e r
fa c e s the shoe toe (ad justm ent end of shoe) o r the
adju stin g slo t in backing p la te . M ake s u re m ating
s u rfa c e s of c y lin d e rs, heat s h ie ld s, and backing
p la te a r e clean to a s s u r e p ro p e r alignm ent.
1. P o sitio n heat sh ie ld on each w heel cy lin d er
and in s ta ll on backing p la te , and a tta c h each c y l­
in d e r w ith two b o lts and lock w a s h e rs .
2. A ttach connecting tube to u p p er opening in
lo w er cy lin d e r and to low er opening in u p p e r c y l­
in d e r. C onnect axle b ra k e tube to low er opening in
lo w er c y lin d e r, and in s ta ll b le e d e r valve in u p p er
opening in u p p er c y lin d e r.
3. In sta ll the b ra k e sh o e s a s d ire c te d u n d er
’’B ra k e Shoe In s ta lla tio n ." B leed b ra k e s y ste m a s
d ire c te d u n d e r "B leeding B r a k e s .”
TWIN-ACTION
R em oval
1. J a c k up axle and rem o v e b ra k e sh o es a s
d ire c te d la te r u n d er "B ra k e Shoe R em o v al."
2. D isconnect b ra k e tube fro m r e a r w heel c y l­
in d e r co n n ecto r a t in n e r sid e of backing p la te . R e ­
m ove b ra k e tube connecting w heel c y lin d e rs a t
o u te r sid e of backing p la te . R em ove dust sh ield
fro m u p p er end of each c y lin d e r.
3. R em ove cap s c re w s and lock w a s h e rs a t­
tach in g w heel c y lin d e rs to backing p la te , then r e ­
m ove w heel c y lin d e rs and heat sh ie ld . R em ove
b ra k e lin e co n n ecto rs fro m cy lin d e r ho u sin g s.
In sta lla tio n
NOTE: F o rw a rd and re a r w a rd w heel c y lin d e rs
a r e not in te rc h a n g e ab le . R e a rw a rd cy lin d e r has
th re a d e d in let opening n e a r c e n te r of cy lin d er
b o re . F o rw a rd cy lin d e r h as th re a d e d b le e d e r valve
opening a t e x tre m e o u te r edge of c y lin d e r b o re .
C y lin d e rs m ust be p o sitio n ed w ith connecting tube
openings to w ard each o th e r.
1. P o sitio n heat sh ield s on c y lin d e rs, p la c e
w heel c y lin d e rs on backing p la te , and a tta c h w ith
cap sc re w s and lock w a s h e rs . T ighten cap sc re w s
firm ly . In sta ll dust sh ie ld on u p p er end of each
c y lin d e r.
2. In sta ll connecting tube betw een the two c y l­
in d e rs and tighten connections firm ly . C onnect
b ra k e tube to in le t opening in r e a r w a rd c y lin d er at
in n e r sid e of backing p la te . In sta ll b le e d e r valve
in th re a d e d opening in fo rw a rd cy lin d e r,
3. In sta ll th e b ra k e sh o es a s d ire c te d u nder
"B ra k e Shoe In sta lla tio n ." B leed b ra k e sy ste m a s
d ire c te d u n d er "B leeding B ra k e s ."
CHEVROLET 40-60 TRUCK SERVICE MANUAL

WHEEL CYLINDER REPAIR
TY PES "F " AND "F A " (F ig . 18)
D isa sse m b ly
P u ll boot off end of c y lin d e r, then rem o v e boot
and p isto n . P u ll boot off p isto n . B ra k e shoe guide
is p r e s s e d into p isto n and cannot be rem o v ed . R e­
m ove p isto n cup, cup f ille r , and sp rin g fro m c y l­
in d e r. R em ove b le e d e r valve fro m c y lin d er.
In sp ectio n and R e p a ir
1. R e p a ir k its a r e a v a ila b le w hich contain the
p a r ts to be re p la c e d when o v erh au lin g w heel c y l­
in d e rs . R e fe r to P a r t s Book fo r r e p a ir kit p a r t
n u m b e rs.
2. In sp e c t cy lin d e r b o re fo r s c o r e s , s c ra tc h e s ,
o r c o rro s io n . L ig h t s c r a tc h e s o r slig h tly c o rro d e d
s p o ts m ay be p o lish e d out w ith c ro c u s cloth. N ever
u s e e m e ry clo th o r sa n d p a p e r. If s c r a tc h e s o r
c o rro s io n a r e too deep to be p o lish e d out, re p la c e
c y lin d e r.
3. C heck fit of new p isto n s in c y lin d e r b o re ,
u sin g a f e e le r gauge (fig. 19). C le a ra n c e should be
w ithin 0.0025" to 0.0065" on " F " and "F A " type
c y lin d e rs . R e p la c e c y lin d e r if c le a ra n c e exceeds
th e m axim um .
A ssem b ly
B e fo re a sse m b lin g w heel c y lin d e r, clean each
p a r t in b ra k e flu id o r alco h o l.
CAUTION: DO NOT use kerosene or
gasoline for cleaning wheel cylinder parts.
Dip each internal part in hydraulic brake
fluid before assembling.
1. I n s e r t p is to n sp rin g , cup f ille r , and cup
into c y lin d e r b o re . Cup f ille r b u m p er and cup lip
m u st fa c e c lo se d end of c y lin d e r.
2. A sse m b le boot on p isto n , m aking s u re the
boot sn ap s o v e r th e b ra k e shoe guide.
Figure 19—Checking Fit of Piston in W heel Cylinder
Sec. 5A-17
HYDRAULIC BRAKES
3. In sta ll p isto n and boot, in se rtin g p isto n into
c y lin d e r and engaging boot lip in groove in edge of
c y lin d e r. P o sitio n b ra k e shoe guide so slo t in guide
is p a ra lle l w ith fla t m ounting su rfa c e of c y lin d er.
DUO-SERVO (F ig. 20)
D isa sse m b ly
P u ll boots off ends of c y lin d e r and rem o v e
pu sh ro d s fro m boots. P u sh p isto n s, cups, and
s p rin g out of c y lin d e r. R em ove b le e d e r valve fro m
c y lin d e r.
In sp ectio n and R e p a ir
1. R e p a ir k its a r e av ailab le w hich contain the
p a r ts to be re p la c e d when ov erh au lin g w heel c y l­
in d e rs . R e fe r to P a r ts Book fo r r e p a ir k it p a rt
n u m b e rs.
2. In sp ect c y lin d e r b o re fo r s c o r e s , s c ra tc h e s ,
o r c o rro s io n . L ight s c ra tc h e s o r slig h tly c o rro d e d
sp o ts m ay be p o lish e d out with c ro c u s cloth. N ever
u se e m e ry cloth o r sa n d p a p er. If s c r a tc h e s o r
c o rro s io n a r e too deep to be p o lish ed out, re p la c e
cy lin d e r.
3. C heck fit of new p isto n s in c y lin d er b o re ,
usin g a fe e le r gauge. C le a ra n c e should be w ithin
0.002" to 0.004". R ep lace c y lin d e r if c le a ra n c e
exceeds 0.004". R e fe r to fig u re 19.
A ssem bly
B e fo re a ssem b lin g w heel c y lin d er clean each
p a r t in b ra k e fluid o r alcohol.
CAUTION: DO NOT use kerosene or
gasoline for cleaning wheel cylinder parts.
Dip each internal part in hydraulic brake
fluid before assembling.
In s e r t p is to n s , cups, and sp rin g into c y lin d e r
b o re . A sse m b le p u sh ro d s in boots and in s ta ll boots
o v e r ends of c y lin d e r. In sta ll b le e d e r valve.
Figure 2 0 —Duo-Servo W heel Cylinder
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 5A - 18
HYDRAULIC BRAKES
1 Connecting Rod 5 Cup
2 Seal 6 Connector Insert
3 Wheel Cylinder Body 7 Spring Assembly
4 Piston T-2699
Figure 21 -T w in -A ctio n W heel Cylinder
TY PES " F R -3 " AND "F R -3 A " (Fig. 18)
D isasse m b ly
P u ll boots off ends of c y lin d e rs and rem o ve
pu sh ro d s fro m b o o ts. P u sh p isto n s, cu p s, and
sp rin g out of c y lin d e r. R em ove b le e d e r valve fro m
u p p e r c y lin d e r.
In sp e ctio n and R e p a ir
1. R e p a ir k its a r e a v ailab le w hich contain the
p a r ts to be re p la c e d w hen o v erhauling w heel c y l­
in d e rs .
2. In sp e c t cy lin d er b o re fo r s c o r e s , s c r a tc h e s ,
o r c o rro s io n . L ight s c r a tc h e s o r slig h tly c o rro d e d
sp o ts m ay be p o lish ed out w ith c ro c u s cloth. N ev er
u se e m e ry cloth o r sa n d p a p e r. If s c ra tc h e s o r c o r ­
ro sio n a r e too deep to be p o lish ed out, re p la c e
c y lin d e r.
3. C heck fit of new p isto n s in cy lin d e r b o re ,
usin g a fe e le r gauge a s shown in fig u re 19. C le a r ­
an ce should be w ithin 0.001" to 0.005" on " F R -3 "
ty p e. R eplace c y lin d e r if c le a ra n c e ex ceed s the
m axim um .
A ssem b ly
B efo re a sse m b lin g w heel cy lin d er, clean each
p a r t in b ra k e fluid o r alco h o l.
CAUTION: DO NOT use kerosene,
or gasoline for cleaning wheel cylinder
parts. Dip each internal part in hydraulic
brake fluid before assembling.
HYDRAULIC LINES
H yd rau lic b ra k e s y s te m u n its a r e in te rc o n ­
n e c te d by flex ib le hose and sp e c ia l m etal tubing.
F le x ib le hose is u sed betw een m a s te r c y lin d e r (on
cab) and fra m e connection, betw een fra m e and
fro n t w heel c y lin d e rs, and betw een fra m e and r e a r
1. In sta ll p isto n s, p isto n cups, and sp rin g ,
w ith cup lip s tow ard in sid e of cy lin d e r.
2. A ssem b le pu sh ro d s and boots, then in sta ll
on cy lin d e r. Seat boots evenly in c y lin d e r gro o v es.
Align pu sh ro d slo ts a s shown in fig u re 18.
3. In sta ll b le e d e r valve in u pper c y lin d e r.
TWIN-ACTION (Fig. 21)
D isassem b ly
P u ll boots off ends of c y lin d e r and rem ove
p u sh ro d s fro m boots. P u sh p isto n s, cups, and
sp rin g out of c y lin d e r. R em ove cups fro m p isto n s.
R em ove b le e d e r valve fro m u p p er c y lin d e r.
In sp ectio n and R ep a ir
1. R e p a ir k its a r e a v a ila b le w hich contain the
p a r ts to be re p la c e d when overhauling w heel c y l­
in d e rs . R e fe r to P a r ts Book fo r re p a ir kit p a rt
n u m b e rs .
2. In sp e ct cy lin d er b o re fo r s c o r e s , s c ra tc h e s ,
o r c o rro sio n . L ight s c ra tc h e s o r slightly c o rro d e d
sp o ts may be p o lish ed out w ith c ro c u s cloth. N ever
u se e m e ry cloth o r san d p a p er. If s c ra tc h e s o r c o r ­
ro sio n a r e too deep to be p o lish ed out, re p la c e
c y lin d e r.
3. C heck fit of new p isto n s in cy lin d er b o re ,
using a fe e le r gauge. C le a ra n c e should be w ithin
0.002" to 0.004". R eplace cy lin d e r if c le a ra n c e
exceed s 0.004". R e fe r to fig u re 19.
A ssem bly
B efore a sse m b lin g w heel cy lin d er clean each
p a r t in b ra k e fluid o r alcohol.
CAUTION: DO NOT use kerosene,
or gasoline for cleaning wheel cylinder
parts. Dip each internal part in hydraulic
brake fluid before assembling.
1. In sta ll new cup on each pisto n so open end
of cup w ill be tow ard fla t end of p isto n .
2. A sse m b le boots on push ro d s, being s u re
b ead on boot engages groove in pu sh rod. In sta ll
boots and push ro d s on c y lin d e rs, engaging bead on
o u te r edges of cy lin d e r housing.
ax le b ra k e lin e . When the hy d rau lic lin e s have
been disco n n ected fo r any re a so n , b ra k e sy ste m
m u st be bled, a fte r connecting lin e s, a s d ire c te d
un d e r "B leeding B ra k e s ."
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 5A-19

HYDRAULIC BRAKES

FL E X IB L E HOSE h o se , alw ays u se a new co p p er g ask et at w heel

At fro n t w heels on ty p e " F " and type "F A ,"
h o se fittin g is th re a d e d into w heel c y lin d e r connec­
t o r , w ith a copper g a sk e t u se d betw een sh o u ld e r
on h ose fittin g and co n n ecto r. On D uo-Servo a con­
n e c to r is not u sed . F ittin g at o th e r end of hose is
in s e r te d thro u g h hole in fra m e and s e c u re d by a
tooth ed lo ck w a sh e r and nut o r by a sp rin g lock.
B ra k e tube co n n ecto r o r te e fittin g th re a d s into
end of hose fittin g .
At r e a r ax le, fittin g at one end of hose is
th re a d e d into ax le te e , w ith a copper g ask et used
to s e a l th e connection. O th e r end of hose is in s e r t­
ed th ro u g h fra m e b ra c k e t and s e c u re d by a toothed
lo ck w a sh e r and nut o r by a sp rin g lock. B rak e
tube co n n ecto r o r te e fittin g th re a d s into end of
h o se fittin g .
To rem o v e h o se, d isco n n ect end a t fra m e o r
f r a m e b ra c k e t, then u n sc re w hose fittin g fro m
w heel c y lin d e r o r r e a r axle te e . When in sta llin g
c y lin d e r and r e a r axle te e . When fra m e end of hose
is s e c u re d by a nut, alw ays hold hose fittin g w ith a
w re n ch w hile tightening nut to p re v e n t tw istin g
h o se.
M ETAL TUBING
When n e c e s s a ry to re p la c e m etal b ra k e tubing,
alw ays u s e sp e c ia l m e tal tubing w hich is d esigned
to w ith stan d high p r e s s u r e and to r e s i s t c o rro sio n .
O rd in a ry co pper tubing is not s a tis fa c to ry fo r u se
a s h y d rau lic b ra k e lin e s. When re p la c in g tubing,
alw ays u se the sa m e siz e a s th at rem o v ed .
TUBE FLARING
In o r d e r to e n su re a p ro p e r fla r e , a sp e c ia l
fla rin g tool m u st be u se d . When u sin g tool, in ­
stru c tio n s fu rn ish e d by the tool m a n u fa c tu rer
should be follow ed. A lw ays in sp ect newly fo rm e d
f la r e s fo r c ra c k s o r m a lfo rm a tio n s w hich m ight
ca u se le a k s.

VACUU M POWER CYLINDERS

V acuum p ow er c y lin d e rs a r e u se d a s sta n d a rd In sp e ct vacuum lin e s and fittin g s fo r le ak s o r

equipm ent o r a r e a v a ila b le a s optional equipm ent
on a ll v e h ic le s w ith h y d rau lic b ra k e s co v ered by
th is m anual.
A ll the p o w er c y lin d e rs u se d on th e se v e h icles
a r e th e type u se d in th e "one to o ne” h y d rau lic
s y s te m . T hat is , th e h y d ra u lic flu id volum e output
is equal to input.
The p ow er c y lin d e r is a com bined vacuum -
h y d ra u lic p o w er u n it, u tiliz in g vacuum and a tm o s­
p h e ric p r e s s u r e fo r its o p e ra tio n .
The vacuum s o u rc e is the engine intake
m anifold.
T he com bination of vacuum in fro n t of the
d ia p h ra g m and a tm o sp h e ric p r e s s u r e behind the
d ia p h ra g m r e s u lts in th e p o w er ap p licatio n of the
re s tr ic tio n c au se d by bent o r kinked tube o r hose
b e fo re re p lac in g any com ponents. If no fault is
found in lin e s, tro u b le is in pow er c y lin d e r co n tro l
v alve, n e c e ssita tin g overh au l of pow er c y lin d e r.
HYDRAULIC TEST
Stop engine and again d estro y a ll vacuum in
s y s te m . D e p re ss b ra k e ped al and hold foot p r e s ­
s u re on p e d al. If b ra k e ped al g rad u ally fa lls away
FROM MASTER TO W HEELS
CYLINDER
POW ER
CYLINDER

b rak es.

VACU U M POWER BRAKE

SYSTEM TESTS

VACUUM TEST
W ith engine sto p p ed , hand b ra k e applied and
tr a n s m is s io n in n e u tra l, apply b ra k e s s e v e ra l [CONTROL
I VALVE
tim e s to d e stro y a ll vacuum in sy ste m . FROM AIR
FROM VACUUM FILTER
D e p re s s b ra k e p e d a l, and w hile holding foot SOURCE (ATM OSPHERE)
p r e s s u r e on p ed al, s t a r t engine. If vacuum sy ste m
is o p e ra tin g , p ed al w ill ten d to fa ll away u n d er VACUUM
foot p r e s s u r e when engine s t a r t s , and le s s p r e s ­ ’STEP SUPPORT CO N N EC TIN G
BRACKET TUBE
s u r e w ill be re q u ire d to hold p ed al in ap p lied p o s i­
tio n . If no actio n is fe lt, vacuum sy s te m is not
functioning. Figure 2 2 —Pow er Cylinder Installed (ConventionalI

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 5A-20

HYDRAULIC BRAKES

below le ft-h a n d door. Vacuum r e s e r v e tank is lo ­

IPOWER CYLINDER
[FROM MASTER^ cated in th is sa m e a r e a , when u sed . See fig u re 22.
CYLINDER . T ilt Cab - betw een fra m e sid e r a ils in fro n t
TO VACUUM
GAUGE of the ra d ia to r and behind the fro n t b u m p e r. See
fig u re 23.
"S" M odels - on the o u tsid e of the le ft-h a n d
fra m e sid e r a il.
jBLEEDER VALVE
FROM REMOVAL
VACUUM 1. F o r e a s ie r a c c e s s ib ility , it is reco m m en d ed
SOURCE
AIR CLEANER th a t cab step be rem o v ed on conventional m odels
and th at cab be tilte d fo rw a rd on tilt cab m odels.
2. C lean away a s m uch ro a d d irt and g re a s e
a s p o ssib le to p re v e n t contam ination of vacuum o r
hy d rau lic s y s te m s .
ATMOSPHERE 3. H ave su itab le c o n ta in e r a v ailab le to catch
LINE h y d rau lic b ra k e fluid w hich w ill flow fro m sy ste m .
v TO W HEEL VACUUM
DO NOT R E-U SE THIS FLUID.
CYLINDERS CO N N ECTIN G 4. D isconnect a ll h y d ra u lic , vacuum , and a t­
CONTROL TUBE m o sp h e ric lin e s and h o ses fro m pow er c y lin d e r.
VALVE 5. R em ove b o lts and nuts w hich fa ste n cy lin ­
d e r to veh icle fra m e and su p p o rt b ra c k e ts . R em ove
p o w e r c y lin d e r.
Figure 2 3 —Power C ylinder Installed (Tilt Cab)
INSTALLATION
u n d e r foot p r e s s u r e h y d ra u lic s y s te m is leaking, 1. P la c e pow er c y lin d er in p o sitio n and fa ste n
e ith e r in te rn a lly o r e x te rn a lly . w ith nuts and b o lts to v eh icle fra m e and su p p o rt
In sp ect a ll h y d rau lic lin e connections fo r le a k ­ b ra c k e ts .
age and m ake th e n e c e s s a ry r e p a ir s . If no e x te rn a l 2. C onnect all h y d rau lic, vacuum , and a tm o s ­
le a k s a r e evident, in sp e c t m a s te r c y lin d e r and p h e ric lin e s and h o ses to po w er c y lin d er.
w heel c y lin d e rs and r e p la c e p a r ts a s n e c e s s a ry . 3. B leed m a s te r cy lin d e r and vacuum pow er
If the condition s till e x is ts , an in te rn a l le a k in c y lin d e r a s d ire c te d un d er "B leeding B ra k e s " in
pow er c y lin d e r is in d ic a te d , n e c e s s ita tin g o v e r­ th is m anual. If ONLY the po w er c y lin d e r has been
haul of p ow er c y lin d e r. rem o v ed , it should not be n e c e s s a ry to b leed the
w heel c y lin d e rs IF th e m a s te r c y lin d er and pow er
c y lin d e rs a r e bled f ir s t AND lin e s to w heel c y lin ­
POW ER CYLINDER REPLACEMENT d e r have not been d istu rb e d .
4. S ta rt engine and te s t o p era tio n of b ra k e
The in s ta lle d lo catio n of vacuum p o w er cy l­ sy s te m a s d ire c te d . R e fe r to "T ro u b le Shooting"
in d e rs v a rie s by m odel. c h a rt in th is m anual if the o p era tio n is not s a t i s ­
C onventional - beh in d cab ste p , im m e d ia te ly fa c to ry .

VACUUM POWER CYLINDER AIR CLEANER

T h e re a r e th r e e d iffe re n t ty p es of a ir c le a n e rs re p la c e w ith a new c le a n e r.

u se d on v e h ic le s w ith vacuum a s s is te d h y d rau lic
b ra k e s .
SERVICING AIR CLEANERS
The a i r c le a n e r u s e d on C onventional an d S -50
M odels is the m etal cup type w hich u s e s a h o g 's
h a ir type elem en t. T h is cup is a fric tio n fit on the
a i r in tak e pip e and can be rem o v ed by pulling
s tra ig h t off. It can be clean ed jay rin sin g in a s u it­
ab le so lv en t and re u s e d . R e fe r to LUBRICATION
(SEC. 0) in th is m anual fo r s e rv ic e in te r v a ls . If
c le a n e r h as becom e so lad en w ith an accu m u lation
of d irt, th a t s a tis fa c to ry clean in g cannot be done,
The a ir c le a n e r u se d on a ll T ilt-C a b M odels
is a p la s tic en cased , sy n th etic elem en t type f ilte r
and cleaning is NOT reco m m en d ed . When c le a n e r
b e co m es so laden w ith d irt, th a t tapping it a g a in st
so m e so lid su rfa c e (such a s a w ork bench) w ill
not rem o v e fo reig n m a tte r, then a new c le a n e r
should be in sta lle d .
LOCATION O F AIR CLEANERS
The a i r c le a n e r on th e school bus and cowl
m odel v e h ic le s is lo c ated on th e dash panel on the
rig h t-h a n d sid e and is re a d ily a c c e s s ib le . See fig ­
u r e 24.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 5A - 21

HYDRAULIC BRAKES

jAIR CLEANER

FRONT BUMPER

VACUUM CYLINDER

H O SE FROM
BO O STER

CO W L M ODELS
Figure 2 5 —A ir Cleaner Installed (Tilt Cab)
AIR CLEA N ER
The a i r c le a n e r on the conventional m odels is
lo c a te d in th e le ft r e a r c o rn e r of the cab, d ire c tly
b ehind the d r i v e r 's s e a t. The a i r c le a n e r on the
T ilt-C a b M odels is lo c ate d in fro n t of the ra d ia to r
HO SE FROM n e a r th e vacuum pow er c y lin d er and is a c c e s s ib le
BO O
by tiltin g cab fo rw a rd . To rem o v e c le a n e r fro m
C onventional o r T ilt Cab, u n fasten nut and bolt
holding c le a n e r to b ra c k e t and pull c le a n e r off a ir
hose (se e fig. 25).

CAB MODELS T-7909

IMPORTANT: DO NOT OPERA TE VEHICLE
WITH AIR CLEANER DISCONNECTED OR R E ­
MOVED. ENTRANCE O F DIRT INTO VACUUM
Figure 2 4 —A ir Cleaners Installed (Conv. and Cowl) CYLINDER COULD CAUSE SERIOUS DAMAGE.

VACU U M CHECK VALVE

On a ll v e h ic le s w ith vacuum pow er a s s is te d M O U N TIN G

h y d ra u lic b ra k e s a ch eck valve is u se d som ew h ere BRACKET
in th e vacuum lin e betw een th e engine in take m a n i­ REAR CAB
fold and th e vacuum p o w er c y lin d e r (see fig. 26). SUPPORT
TO EN G IN E OR
VACUUM PUMP

P u rp o s e of ch eck v alve is to s e a l vacuum in

p o w er c y lin d e r (and in vacuum r e s e r v e tank, when
u se d ), a s s u rin g su ffic ie n t vacuum fo r a t le a s t one
p o w er b ra k e ap p licatio n in c a se the engine s ta lls .
C heck valve can be te s te d fo r leak age by d is ­
connecting p o w er c y lin d e r vacuum lin e fro m valve TO POW ER
CYLINDER
fittin g and connecting a vacuum gauge, using a
len g th of h ose betw een gauge and check valve. S ta rt [C H EC K V A L V E
engine, ru n a t id le fo r a few seco n d s, and note
re a d in g on gauge. Stop engine and o b se rv e r a te of
vacuum d ro p . If drop ex ceed s 1 inch in 15 seco n d s,
le a k a g e m u st be c o n sid e re d e x c e ssiv e , and check Figure 2 6 —Vacuum Check V alve Installed (Typical)

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 5A-22
HYDRAULIC BRAKES
SPRING
VA CU U M SEAL
O RIN G
FITTIN G
FROM E N G IN E TO BRAKE
IN TA KE M AN IFO LD PO W ER CYLIN D ER t-7910
Figure 2 7 —Vacuum Check V alve
VACUUM RESERVE TANK
Two vacuum r e s e r v e tan k s a r e u se d a s sta n d ­
a r d equipm ent on S-50 M odels. One o r m o re v a c ­
uum r e s e r v e tan k s a r e a v a ila b le a s optional equip­
m ent on a ll o th e r m odels u sin g vacuum a s s is te d
h y d rau lic b ra k e s . T h is tan k h as a m inim um ca p a c ­
ity of 1,000 cubic in ch es and is in sta lle d in the
vacuum lin e betw een th e vacuum check valve and
th e pow er c y lin d e r.
On conventional cab m o d els, the tank is in ­
VACUUM G A U G E
The vacuum gauges u s e d on v e h ic le s co v e re d
by th is m anual a ll o p e ra te on th e sa m e p rin c ip le
and a r e fa c to ry s e t and s e a le d u n its w hich a r e not
a d ju sta b le o r re p a ir a b le . If a gauge fa ils to o p e r­
ate o r o p e ra te s im p ro p e rly , it m ust be re p la c e d .
A ll vacuum gauges a r e lo c a te d in th e in s tru m e n t
p a n el.
If a vacuum gauge is su sp e c te d of o p e ra tin g
im p ro p e rly , it m ay be check ed by com p arin g r e a d ­
ings w ith a te s t gauge w hich is known to be a c c u r ­
a te . O b serv e re a d in g s on v eh icle gauge at engine
id le sp e e d and a t v a rio u s , sp e c ific engine rp m up
BRAKE SHOES AND LININGS
TYPE V"F” FRONT BRAKE
(R efer to F ig u re 28)
Two id e n tic a l b ra k e sh o es a r e a r ra n g e d on
backing p la te so th at th e ir to e s a r e diagonally op­
valve m u st be re p a ire d o r re p la c e d . R e fe r to fig u re
27 fo r c r o s s -s e c tio n view of check valve.
R em oval and in sta lla tio n of v alv es on "S"
M odels, conventional and T ilt Cab M odels is the
sa m e . D isconnect a ll lin e s and h o se s and rem o v e
b o lts o r s c re w s w hich fa ste n valve to v eh icle.
Valve on the tilt cab m odel is a t the fro n t of
the engine fa ste n e d to a b ra c k e t w hich is bolted on
cab r e a r su p p o rt, in sid e the channel on le ft-h a n d
sid e .
V alve on conventional and "S” M odels is lo ­
cate d in the engine c o m p a rtm en t and is fasten e d
to a b ra c k e t a tta ch e d to the fir e w all.
s ta lle d im m ed iately below the le ft-h a n d door, b e ­
hind the cab step .
On tilt cab m odels, the tank is in sta lle d above
the engine on the u n d e rsid e of the cab.
On "S" M odels, the tank is in sta lle d on the o u t­
sid e of the left-h an d sid e r a il ju st to the r e a r of
the b a tte rie s .
To re p la c e tank, disconnect lin e s and b ra c k e ts
connecting tank to v eh icle.
to m axim um . In sta ll te s t gauge in conventional lo c a ­
tio n in vacuum line and o b se rv e re a d in g s on te s t
gauge a t sa m e , sp ec ific engine rp m . The m anufac­
t u r e r 's sp e c ific a tio n s p e rm it a v a ria tio n of: 1-inch
of m e rc u ry at 5 in ch es, and 2 in ch es of m e rc u ry
a t 20 in c h e s. Any v a ria tio n beyond th e se lim its is
an in d icatio n th a t the v ehicle vacuum gauge should
be re p la c e d . B efo re condem ning a gauge w hich
does not r e g is te r , o r r e g is te r s im p ro p e rly , m ake
certain* th at a ll vacuum lin e s in the s y s te m a r e
fre e of d ir t .a n d /o r kinks and th at a ll connections
a r e tig h t. S y stem leakage can r e s u lt in re g is tra tio n
on gauge w hich is not n o rm a l.
p o s ite . Two sin g le -e n d w heel c y lin d e rs a r e a r ­
ran g ed so th a t each c y lin d e r is m ounted betw een
th e toe of one shoe and the heel of th e o th e r.
E ach shoe is ad ju ste d by m eans of an e cce n ­
t r i c cam w hich co n tacts a p in p r e s s e d into b ra k e
shoe web.
CHEVROLET 40-60 TRUCK SERVICE MANUAL
V
 Sec. 5A-23

HYDRAULIC BRAKES
•
W ith v eh icle m oving fo rw a rd , both sh oes a r e 2. In sp e ct w heel b e a rin g s and oil s e a ls .
fo rw a rd actin g (p rim a ry sh o es), s e lf-e n e rg iz in g 3. C heck backing p la te attach in g b o lts to m ake
in fo rw a rd d ire c tio n of d ru m ro ta tio n . W ith vehicle s u re they a r e tig h t. C lean a ll d irt off backing p la te .
in r e v e r s e , both sh o es a r e r e v e r s e actin g sin ce 4. In sp ect b ra k e shoe re tu rn s p rin g s . If b roken,
n e ith e r is s e lf-e n e rg iz e d in th e r e v e r s e d ire c tio n c ra c k e d , o r w eakened, re p la c e w ith new s p rin g s .
of d ru m ro ta tio n . 5. C heck cam and shoe guide stu d and fric tio n
s p rin g on backing p la te fo r c o rro sio n o r binding.
C am stu d should tu rn e a sily w ith an 8 -in c h w rench,
BRAKE SHOE REMOVAL (F ig . 28) but should not be lo o se. If fro zen , lu b ric a te w ith
1. J a c k up axle; rem o v e hub and b ra k e d rum . k e ro se n e o r p e n e tra tin g oil and w ork fr e e .
2. R em ove both b ra k e shoe re tu rn s p rin g s . 6. E xam ine b ra k e shoe linings fo r w e a r. L in ­
3. R em ove C -w a s h e rs and fla t w a sh e r fro m ings should be re p la c e d if w orn down c lo se to r iv e t
each a d ju stin g cam and hold-dow n stu d . L ift sh oes h e ad s. R e fe r to "B ra k e Shoe R elining" la te r .
off backing p la te .
CLEANING AND INSPECTION BRAKE SHOE INSTALLATION
1. C lean all d irt out of b ra k e dru m . In sp ect 1. In sta ll a n ti- r a ttle sp rin g w a sh e r on each
d ru m fo r ro u g h n e ss, sc o rin g , o r o u t-o f-ro u n d . cam and shoe guide stu d , pronged sid e facing a d ­
R ep lace o r re co n d itio n b ra k e d ru m a s n e c e s s a ry . ju stin g cam .
2. P la c e shoe a sse m b ly on backing p la te w ith
1 Wheel Cylinder 6 Brake Shoe Adjusting cam and shoe guide stu d in s e rte d th rough hole in
2 Brake Shoe Return Cam shoe web; lo c a te shoe toe in w heel cy lin d er p isto n
Spring 7 Brake Shoe Guide shoe guide and p o sitio n shoe heel in slo t in an ch o r
3 Backing Plate W asher block.
4 Brake Shoe 8 Brake Shoe Guide 3. In s ta ll fla t w a sh e r and C -w a sh e r on cam
5 Brake Lining % C-W asher and shoe guide stu d . C rim p ends of C -w a sh e r to ­
9 Adjusting Cam and g e th e r.
Shoe Guide Stud 4. A fter in sta llin g both sh o e s, in s ta ll b ra k e
10 Shoe Guide Anti- shoe re tu r n sp rin g .
Rattle W asher 5. In sta ll hub and b ra k e drum a sse m b ly .
11 Adjusting Cam Spring

DUO -SERVO FRONT BRAKE

(R efe r to F ig u re 29)
The D uo-S ervo fro n t b ra k e s u se d on th e se
v eh ic le s a r e se lf-a d ju stin g . P r im a r y lin in g s (shoe
to w ard fro n t of vehicle) a r e s h o r te r than seco n d ­
a ry lin in g s (shoe to w ard r e a r of v e h ic le ).
S e lf-a d ju stin g actu atin g le v e r s a r e a tta c h e d to
th e seco n d ary (re a r) shoes on a ll m odels and o p e r­
a te when the b ra k e s a r e applied w hile the vehicle-
is tra v e lin g in r e v e r s e .

BRAKE SHOE REMOVAL

Figure 28 —Type “ F” Front Brake A ssem bly
1. Jactc up v ehicle and rem o v e w heel.
2. If drum cannot be rem o v ed re a d ily , back
off ad ju stm en t (re fe r to "B rak e A d ju stm e n ts").
3. B lock up b ra k e pedal so it w ill not be d e­
p r e s s e d w hile d ru m s a r e rem o v ed .
4. Unhook p r im a ry shoe re tu rn sp rin g f ir s t
fro m an ch o r pin and se co n d ary shoe re tu rn sp rin g
fro m actu atin g link. R e fe r to fig u re 30.
5. R em ove actu atin g le v e r re tu rn sp rin g .
6. D isengage actu atin g link end f i r s t fro m
an ch o r pin, then fro m adju stin g le v e r pivot.
7. R em ove hold-dow n p in s and s p rin g s . R efer
to fig u re 31.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

J
Sec. 5A-24

HYDRAULIC BRAKES

1 Shoe G uide P late 12 A d ju stin g Socket

2 A nchor Pin
3 W heel C y lin d e r
4 P r im a ry Shoe R e tu rn
Spring
5 B rake Backing Plate
6 P r im a ry B rake Shoe
and L ining
7 H old-D ow n W ash e r
8 H old-D ow n Pin
9 C onnecting S p rin g
10 A djusting Nut
11 A djusting S crew
13 A ctu atin g L e v e r
14 L e v e r R etu rn Spring
15 L e v e r O v e rrid e Figure 30 —Unhooking Brake Shoe Return Spring
Spring
16 H old-D ow n Spring
17 A d ju stin g L e v e r
Pivot
boots away fro m cy lin d e rs and note w h eth er in te r ­
18 S eco n d ary B rake
Shoe and L ining io r is e x c essiv ely wet w ith b ra k e fluid. E x c essiv e
19 A ctu atin g Link flu id in d ic a te s leakage p a s t p isto n cups, re q u irin g
20 S eco n d ary Shoe
R e tu rn Sp rin g mm?
o v erh au l of w heel c y lin d e r.

Figure 29 -D uo-Servo Front Brake (Autom atic Adjuster) NOTE: A slig h t am ount of fluid is n e a rly a l­
w ays p re s e n t and a c ts a s lu b ric a n t fo r p isto n s.
3. Check a ll backing p la te attach in g b o lts to
8. R em ove th e a ctu atin g le v e r a sse m b ly . m ake s u r e b o lts a r e tig h t. C lean a ll ru s t and d irt

NOTE: The actu atin g le v e r, ad ju stin g le v e r

pivot and le v e r o v e rrid e sp rin g a r e re m o v e d as
an a sse m b ly . It is not reco m m en d ed th at they be
d isa sse m b le d fo r s e r v ic e p u rp o se u n le ss one o r
m o re of the com ponents is dam aged. It is m uch
e a s ie r to a sse m b le and d is a s s e m b le the b ra k e s by
leaving th is a sse m b ly in ta c t.
9. R em ove b ra k e shoe guide p la te .

10. P u ll top of sh o es away fro m an ch o r pin

and w heel cy lin d e r p u sh ro d s and rem o v e sh o es
fro m backing p la te .

11. Move top of b ra k e sh o es to w ard one an o th er

c ro s s in g th em until ad ju stin g sc re w a sse m b ly and
sp rin g fa ll off, p e rm ittin g sh o es to s e p a ra te .

CLEANING AND INSPECTION

1. C lean a ll d irt out of b ra k e d ru m . In sp ect
d ru m fo r ro u g h n e ss, sc o rin g , o r o u t-o f-ro u n d .
R ep lace o r reco n d itio n d ru m a s n e c e s s a ry . R e fe r
to "B ra k e D ru m s” in th is se c tio n .
2. C arefu lly pull lo w er edge of w heel cy lin d e r Figure 31 —Rem oving Hold Down Springs and Pins

CHEVROLET 40-60 TRUCK SERVICE MANUAL


Figure 3 2 —Installing Prim ary Shoe Return Spring
fro m b ra k e shoe co n tact s u rfa c e s on backing p la te
u sin g fine e m e ry cloth.
4. In sp e c t b ra k e shoe re tu r n sp rin g s . If broken,
c ra c k e d , o r w eakened, re p la c e sp rin g s .
5. If lining is w orn to th e extent th at re p la c e ­
m ent is n e c e s s a ry , re p la c e lining a s d ire c te d u n d er
"B ra k e Shoe R elin in g ."
BRAKE SHOE INSTALLATION
1. In sp ect new b ra k e shoe and lining a s s e m ­
b lie s and m ake s u r e th e r e a r e no nick s o r b u r r s
on edges of sh o es w hich con tact backing p la te .
NOTE: Keep hand c le a n w hile handling b ra k e
Figure 3 3 —Brake Shoe Contact Surfaces and Backing Plate
Sec. 5A-25
HYDRAULIC BRAKES
Figure 3 4 —Checking O peration of A ctuating Lever
sh o e s. Do not p e rm it oil o r g re a s e to com e in con­
ta c t w ith lin in g s.
2. C onnect b ra k e sh o es to g e th e r w ith co nnect­
ing sp rin g and p la c e adjusting sc re w asse m b ly in
p o sitio n .
CAUTION: Make sure the proper
adjusting screw assembly is used (left-
or right-hand). The adjusting screw a s­
sembly must be installed with the star
wheel (adjusting screw) nearest to the
secondary shoe. The connecting spring
must be installed with the long end hooked
on the secondary shoe, so that the spring
colls will not interfere with movement of
star wheel.
3. S p read b ra k e sh o es a p a rt at top and p la c e
ag a in st backing p la te so th a t p rim a r y shoe (sh o rt
lining) is to w ard fro n t of v eh icle. S econdary shoe
(long lining) is to w a rd r e a r of v eh icle.
4. In s e rt b ra k e shoe w ebs into s lo ts in wheel
cy lin d e r ro d s.
5. S ec u re p rim a r y shoe to backing p la te w ith
hold-dow n p in, sp rin g and w a s h e rs .
6. P la c e th e actuating le v e r asse m b ly (includ­
ing pivot and o v e rrid e spring) in p o sitio n on s e c ­
o ndary shoe and a tta c h both shoe and actu atin g
le v e r a sse m b ly to backing p la te w ith hold-down
pin, sp rin g , and w a sh e rs.
7. In s ta ll guide p la te o v e r an ch o r pin.
8. In sta ll actu atin g link.
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 5A-26

HYDRAULIC BRAKES

CAUTION: DO NOT hook the actuating

link over the anchor pin with a regular
spring hook tool. This may damage the
wheel cylinder boot. Place the actuating
link over the anchor pin first and then
fasten link to actuating lever assembly by
holding this assembly in the full "D O W N "
position.

9. In s ta ll p r im a r y shoe r e tu rn s p rin g in shoe

and pu ll o v e r an ch o r pin. R e fe r to fig u re 32.
IMPORTANT: R e tu rn sp rin g fo r p r im a r y shoe
is alw ays in s ta lle d A FT E R actuating link, re g a r d ­
le s s of rig h t o r le ft, so th at it w ill be in th e OUT­
SIDE p o sitio n on th e an ch o r pin.
10. In s ta ll se c o n d a ry shoe re tu r n s p rin g in
shoe and p u ll o v e r a c tu a tin g link.
11. P r y sh o es away fro m backing p la te and
lu b ric a te shoe co n tact s u rfa c e s w ith sp e c ia l lu b r i­
can t (S-17). B e c a re fu l to keep lu b ric a n t off lin in g s.
R e fe r to fig u re 33. 1 B rake Shoe and 6 T orsion Spring
Lining Assembly 7 Wedge
12. C heck o p e ra tio n of s e lf-a d ju stin g m ech ­
2 Contact Plug 8 Wedge Spring
a n is m by hand o p e ra tin g . If th e re is any binding,
3 Backing Plate 9 Flat W asher, Spring
lo ca te tro u b le and c o r r e c t. R e fe r to fig u re 34. 4 Brake Shoe Return W asher, and "C"
13. Expand ad ju stm e n t a s fa r a s p o ssib le to Spring W asher
s till p e r m it b ra k e d ru m s to c le a r lin in g s. In sta ll 5 Wheel Cylinder
b ra k e d ru m s.
14. In s ta ll w h eels, lo w er v eh icle to ground
and fin ish a d ju stm en t by applying b ra k e s a s many Figure 3 5 —Type “ FA ” Front Brake Installed
tim e s a s re q u ire d , w hile veh icle is tra v e lin g in
r e v e r s e , u n til p ro p e r p ed al height is attain ed . plug pin and wedge guide clo sed and holds the
le v e r (and shoe) in ad ju sted p o sitio n .
At m axim um lining w e a r, the plug pin bottom s
TYPE “ FA” FRONT BRAKE on the in n e r sid e of its o v e r- s iz e d hole in the shoe
(R efer to F ig u re 35) web, com pleting the full s tro k e of the m echanism .

The type "F A ” fro n t b ra k e is the sa m e a s the BRAKE SHOE REMOVAL

type " F " b ra k e except fo r m ethod of ad ju stm en t.
The type "FA " b ra k e h as an auto m atic ad ju stin g
m ech an ism .
On each shoe, a le v e r is p iv o t-p in n ed on the
in n e r sid e of the shoe web so th at it r e s t s a g a in si
the m anual ad ju stin g cam . A drum contact plug,
c e n te re d in the lin ed shoe ta b le , has a shank pinned
on th is le v e r on the o u tsid e of the web. A sp rin g
loaded, s e r r a te d wedge s lid e s on the le v e r pivot
pin, betw een a w a sh e r and th e shoe web, and u n d er
the co n tact plug shank into th e sp ace betw een the
plug pin and a w edge guide also pinned on the shoe.
An a d ju s te r to rsio n sp rin g is hooked o v e r the plug
pin, le v e r pivot pin and edge of shoe web. It holds
the a sse m b ly sta b le , keeping th e plug su rfa c e flush
w ith lining su rfa c e .
A s lining w e a rs , the d ru m d e p re s s e s th e con­
ta c t plug and it sw ings the a d ju s te r le v e r away
fro m the shoe ta b le . In th is g rad u al actio n , the
sp rin g loaded wedge m oves to keep the gap betw een
(R e fe r to F ig u re 36)
1. J a c k up axle and rem o v e hub and b rak e
d rum a sse m b ly a s d ire c te d in "FRONT HUBS AND
BEARINGS" (SEC. 3D) in th is m anual.
2. R em ove both b ra k e shoe re tu rn sp rin g s,
u sin g b ra k e sp rin g p lie r s .
3. R em ove C -w a sh e r, fla t w a sh e r, a n ti- r a ttle
w a sh e r and an o th e r flat w a sh e r fro m each pin and
rem o v e sh oes fro m backing p la te .
DISASSEMBLE AUTOMATIC ADJUSTER
(R efer to F ig u re 36)
1. Unhook wedge sp rin g fro m wedge and r e ­
m ove sp rin g .
2. Unhook to rsio n sp rin g fro m shoe web, w ork
sp rin g coil off le v e r pivot pin and slid e end of
to rs io n sp rin g off contact plug pin.
3. P u ll a d ju ste r le v e r fro m opposite side of
shoe web.
4. P u ll contact plug through shoe tab le .
5. L ift off re ta in e r w a sh e r, wedge, and guide.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 5A-27

HYDRAULIC BRAKES

1 C onnector Tube
2 S pring W ash er
3 B olt
4 F la t W ash er
5 B acking P la te
6 B le e d e r V alve
7 W heel C ylinder 14 C ontact Plug
8 B ra k e Shoe 15 W edge Spring
9 F la t W ash er 16 T o rsio n Spring
10 A n ti-ra ttle 17 R e ta in e r W ash er
W ash er 18 Wedge
11 C -w a sh e r 19 A d ju ste r L e v e r
12 R etu rn Spring 20 B ra k e Lining
13 W edge Guide 21 R ivet T-4578

Figure 3 6 —Type “ F A ” Front Brake Com ponents

CLEANING AND INSPECTION ASSEMBLE AUTOMATIC ADJUSTER

1. C lean a ll d ir t out of b ra k e d ru m . In sp ect
d ru m fo r ro u g h n e ss, sc o rin g , o r o u t-o f-ro u n d .
R ep lace o r re c o n d itio n b ra k e d ru m a s n e c e s s a ry .
R e fe r to "B ra k e D ru m s" in th is sectio n .
2. In sp ect b e a rin g s and o il s e a ls a s d ire c te d
in "FRO N T HUBS AND BEARINGS" (SEC. 3D) in
th is m anual.
3. C heck backing p la te attach in g b o lts to m ake
s u r e they a r e tig h t. C lean a ll d irt off backing p la te .
4. In sp ect b ra k e shoe r e tu r n s p rin g s . If broken,
c ra c k e d , o r w eakened, re p la c e w ith new s p rin g s .
5. C heck cam and shoe guide stu d and fric tio n
s p rin g on backing p la te fo r c o rro s io n o r binding.
C am stu d should tu rn e a s ily w ith an 8 -in ch w rench,
but should not be lo o se . If fro z e n , lu b ric a te w ith
k e ro s e n e o r p e n e tra tin g oil and w ork fre e .
6. C heck a ll au to m atic a d ju s te r com ponents
and re p la c e any w hich a r e w orn o r dam aged. R e ­
p la c e sp rin g s if b ro k en , c ra c k e d , o r w eakened.
7. C heck w heel c y lin d e rs a s in s tru c te d un d er
"W heel C y lin d er R e p a ir" in th is sectio n . R eplace
w ith new c y lin d e rs if n e c e s s a ry .
8. E xam ine b ra k e shoe lin in g s fo r w e a r. L in ­
in g s should be re p la c e d if w orn down c lo se to riv e t
h ead s. R e fe r to "B ra k e Shoe R elining" in th is
se c tio n .
(R efer to F ig u re 36)
1. P la c e the wedge guide on the shoe web (side
away fro m m ounting plate) w ith the s e r r a tio n s
facing aw ay fro m the shoe tab le.
2. Lay the wedge on the shoe w ith the s e r r a ­
tio n s a g a in st m atching s e r ra tio n s on the wedge
guide. Align w edge slo t w ith pivot pin hole.
3. In s e rt contact plug fro m in sid e of shoe,
guiding its shank through the hole in the shoe ta b le
and o v er the wedge guide and wedge.
4. P la c e a d ju s te r le v e r on opposite sid e of
shoe web and in s e r t pin s through h o les in shoe
web and m ating hole in contact plug shank.
5. P la c e r e ta in e r w a sh e r o v e r wedge pivot
pin.
6 . Slide "U" hook of to rsio n sp rin g on pin
o v e r co n tact plug shank. A ttach end of wedge sp rin g
to th is hook, then in s ta ll coil of to rsio n sp rin g o v e r
th e pivot pin and p u ll th e sp rin g hook o v er the edge
of shoe web.
7. Connect wedge sp rin g on r a is e d hook on
the wedge " fo r k .”
8. Fully r e tr a c t the wedge a g a in st the le v e r
pivot pin, p re s s in g on the contact plug to p e rm it
th is m ovem ent. If the plug now p ro tru d e s m o re
than 0.005” above lining, clam p shoe in v ise jaw s
b e a r ag ain st the a d ju s te r le v e r and d re s s down the

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 5A-28
HYDRAULIC BRAKES

plug. T h is can be done w ith a file , taking c a re to

not c r e a te a "flat sp o t" on th e lining. (An a lte rn a te
m ethod is to block a d ju s te r le v e r in e x te n d e d p o si-
tion and g rin d plug w ith lining.) If fully extended
plug is m o re than 0.005" BELOW lining s u rfa c e ,
re p la c e w ith new plug.

BRAKE SHOE INSTALLATION

1. P la c e b ra k e sh o es o v e r hold-dow n p in s on
backing p la te and in s ta ll a fla t w a s h e r, an a n ti­
r a ttle w a sh e r, a fla t w a s h e r, and a C -w a s h e r (in
th a t o rd e r) on each p in . N ote th a t each shoe h as a
"h e e l" and " to e ." The "h e e l" f its in th e an ch o r s lo t
of w heel c y lin d e r, th e "to e " f its in th e p isto n end
of w heel c y lin d e r.
2. A fter in sta llin g both sh o es on backing p la te ,
in s ta ll r e tu r n s p rin g s . To in s ta ll each sp rin g ,
p la c e sp rin g end w ith s h o rt hook in "to e" of shoe,
then usin g b ra k e sp rin g p lie r s , s tr e tc h s p rin g and
s e c u re long hook end in "h e e l" of op p o site sh o e.
3. C e n te r each sh o e, b e fo re in sta llin g d ru m , 1 Wheel Cylinder Heat 8 Brake Shoe and
by slid in g shoe up o r down in its an ch o r s lo t until Shield L in in g A s s e m b ly
th e lead in g and tr a ilin g edges of the lining a r e eq u i­ 2 Upper Wheel Cylinder 9 Return Spring (Long)
d ista n t fro m th e in n e r c u rl of th e b ra k e m ounting 3 Anchor Pin 10 Adjusting Wheel
p la te . 4 Return Spring (Short) Lock Spring
5 Guide W asher 11 Adjusting Wheel
4. B ack off m anual ad ju stm e n t cam .
6 Guide Bolt 12 Lower Wheel
5. In s ta ll hub and b ra k e d ru m a s d ire c te d in
7 Guide Bolt Nut Lock Cylinder
"FRO N T HUBS AND BEARINGS" (SEC. 3D) in th is Wire 13 Backing Plate TPM-9116
m anual.
Figure 3 7 —Type “ FR-3" Rear Brake A ssem bly
INITIAL MANUAL LINING ADJUSTMENT
1. R o tate a d ju s te r cam stu d in the d ire c tio n
of fo rw a rd d ru m ro ta tio n . T ighten a d ju stm en t u n til BRAKE SHOE REMOVAL
the lining d ra g s on the b ra k e d ru m , but not to ex ­ 1. J a c k up axle and re m o v e hub and b ra k e
ceed 120 inch-pounds to rq u e . d ru m asse m b ly a s d ire c te d in "REAR HUBS AND
2. B ack off the a d ju s te r cam stu d w hile r o ­ BEARINGS" (SEC. 4C) of th is m anual.
ta tin g d ru m fo rw a rd , u n til d ra g is ju st re lie v e d . 2. In sta ll w heel c y lin d e r c la m p s to hold pisto n
3. A djust th e seco n d m anual shoe a d ju s te r in c y lin d e rs.
cam stu d in the sa m e m an n er, fo rw a rd to tighten 3. R em ove b ra k e shoe re tu rn s p rin g s .
and r e v e r s e to re lie v e d ra g , and p e rm it au to m atic 4. R em ove lock w ire s , n u ts, and w a sh e rs
a d ju stm e n t to tak e o v e r. fro m b ra k e shoe guide b o lts, then rem o v e b ra k e
shoe a s s e m b lie s .
TYPE “ FR-3” REAR BRAKE 5. Rem ove s c re w s attach in g adju stin g w heel
(R e fe r to F ig u re 37) lock sp rin g s to an ch o r su p p o rts. T h re a d each a d ­
ju stin g s c re w fro m the shoe sid e of its an ch o r
E ach b ra k e is equipped w ith two d o uble-end su p p o rt by tu rn in g adju stin g w h eels, then lift ad ­
w heel c y lin d e rs w hich apply h y d rau lic p r e s s u r e ju stin g w heels out of s lo ts in an ch o r su p p o rts.
to both th e to e and th e h e e l of two id e n tic a l, s e lf-
c e n te rin g sh o e s. The sh o e s an ch o r a t e ith e r toe CLEANING AND INSPECTION
o r heel, depending upon th e d ire c tio n of d ru m r o ­ 1. C lean a ll d irt out of b ra k e d rum . In sp ect
ta tio n . B ra k e an ch o r su p p o rts and backing p la te d ru m fo r ro u g h n e ss, sc o rin g , o r o u t-o f-ro u n d .
a r e bolted to the axle housing flange. The s u p p o rts R econdition o r re p la c e d ru m a s n e c e s s a ry . R e fe r
have rem o v ab le s lo tte d an ch o r p in s a t th e shoe to "B ra k e D ru m s" in th is se c tio n .
h e e ls , and ad ju stin g s c re w s a t the shoe to e s . Ad­ 2. C lean a ll d irt out of an c h o r pin h oles and
ju stin g s c re w s a c t a s a n c h o rs in the r e v e r s e d ir e c ­ ad ju stin g sc re w openings in a n c h o r su p p o rts.
tion of ro ta tio n . E ach a d ju stin g sc re w is th re a d e d 3. In sp ect w heel b e a rin g s and o il s e a ls a s
into o r out of its su p p o rt by m eans of an ad ju stin g d ire c te d in "REAR HUBS AND BEARINGS" (SEC.
w heel. A djusting w heels a r e a c c e s s ib le through 4C) of th is m anual.
ad ju stin g s lo ts in the backing p la te . 4. In sp e ct b ra k e shoe re tu rn sp rin g s. If b roken,

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 5A-29

HYDRAULIC BRAKES

c ra c k e d , o r w eakened, re p la c e w ith new sp rin g s. 2. In sta ll b ra k e sh o es with cut-aw ay end of

5. In sp ect th re a d s on ad ju stin g s c re w s and in shoe web next to ad ju stin g sc re w and w ith ends of
a d ju stin g w heels fo r w e a r o r dam age. R eplace a s sh o es engaging s lo ts in w heel cy lin d er pu sh ro d s
n e c e s s a ry . and an ch o r p in s. In s ta ll fla t w ash er and nut on each
6. E xam ine b ra k e shoe lin in g s fo r w e a r. L in ­ b ra k e shoe guide bolt. T ighten nuts fin g e r-tig h t,
ings should be re p la c e d if w orn down c lo se to riv e t then back off nuts only f a r enough to allow m ove­
h e a d s. R e fe r to "B ra k e Shoe R elin in g ” in th is m ent of sho es w ithout binding.
se c tio n . 3. In sta ll b ra k e shoe re tu r n sp rin g s, hooking
one end of each sp rin g in b ra k e shoe web, then
BRAKE SHOE INSTALLATION hook o th e r end o v e r an ch o r p in s.
1. In s ta ll ad ju stin g s c re w s and w heels in 4. Rem ove w heel c y lin d e r clam p s.
an ch o r su p p o rts dry; u se no lu b ric a n t. In s e rt each 5. In sta ll hub and b ra k e drum a sse m b ly a s
a d ju stin g w heel in s lo t in an ch o r su p p o rt, in s e r t d ire c te d in "REAR HUBS AND BEARINGS” (SEC.
th re a d e d end of ad ju stin g sc re w in an ch o r su p p o rt, 4C) of th is m anual.
then tu rn ad ju stin g w heel to th re a d ad ju sting s c re w 6. A djust b ra k e s a s d ire c te d u n d er "B rak e
into an c h o r su p p o rt. I n s e r t an ch o r p in s into holes A d ju stm e n ts."
in a n c h o r su p p o rts, w ith s lo ts in p in s facing slo ts
in su p p o rts.
TWIN-ACTION TYPE REAR BRAKE
(R efe r to F ig u re 38)

BRAKE SHOE REMOVAL

1. R a ise the v ehicle and p la c e on jack sta n d s.
2. R em ove b ra k e d ru m s.
NOTE: If b ra k e d ru m s a r e w orn s e v e re ly , it
m ay be n e c e s s a ry to r e tr a c t the adju stin g s c re w s .
3. U sing Tool (J-22348), rem o v e the b ra k e
shoe p u ll-b a c k sp rin g s (fig. 39).
NOTE: Since w heel cy lin d er p isto n sto p s a r e
in c o rp o ra te d in the an ch o r b ra c k e ts, it is not n e c ­
e s s a r y to in s ta ll w heel c y lin d e r clam p s when the
b ra k e sh o es a r e rem o v ed . H ow ever, th e b ra k e
pedal m u st not be d e p re s s e d w hile th e d ru m s a r e
rem oved.
4. L oosen the ad ju stin g le v e r cam cap sc re w
and w hile holding the s t a r w heel end of the a d ju st­
ing le v e r p a s t the s ta r w heel, rem o v e the cap sc re w
and cam .

1 H old-D ow n Pin 13 W heel C y lin d e r

S pring L o ck
2 H old-D ow n Pin
3 A d ju stin g S crew
4 A djusting L e v e r
5 A d ju stin g L e v e r Pin
6 H old-D ow n S p rin g Cup
7 L e v e r O v e rrid e
S pring
8 B rake Shoe and
L ining
9 A d ju stin g L e v e r
Pivot
10 A d ju stin g L e v e r C am
11 A djusting L e v e r Bolt
12 W heel C y lin d e r
Shield
14 B rake Shoe R e tu rn
S p rin g
15 B rake Shoe A nchor
16 L e v e r R e tu rn S p rin g
17 A d ju stin g L e v e r Pin
S leev e
18 H old-D ow n S p rin g
19 B rake Backing P late
20 H old-D ow n Pin
R e ta in e r
21 H old-D ow n Pin
S p rin g
22 A d ju stin g L e v e r
L ink

Figure 3 8 -T w in -A c tio n Rear Brake Figure 39 —Rem oving Pull Back Springs
A ssem bly (Autom atic A dju ster)

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 5A-30

HYDRAULIC BRAKES

1-2726
— ______

Figure 40 —Rem oving Brake Shoe Hold Down Pins

5. R em ove th e b ra k e shoe hold-dow n sp rin g s

and pin s by c o m p re ssin g th e sp rin g w ith Tool (J-
22348) and, a t th e s a m e tim e , pushing the pin back
through th e flange p la te to w ard th e to o l. Then,
keeping th e sp rin g c o m p re s se d , rem o v e th e lock
(C -w a sh e r) fro m th e pin w ith a m agnet (fig. 40).
6. L ift off the b ra k e shoe and s e lf - a d ju s te r
le v e r a s an a sse m b ly .
7. The s e lf - a d ju s te r le v e r can now be rem o v ed
fro m the b ra k e shoe by rem oving th e hold-dow n
sp rin g and p in . R em ove le v e r re tu rn s p rin g a lso .
NOTE: The ad ju stin g le v e r, o v e rrid e sp rin g
and pivot a r e an a sse m b ly . It is not reco m m en d ed
th at they be d is a s s e m b le d fo r s e rv ic e p u rp o se s
u n le s s they a r e b ro k en . It is m uch e a s ie r to a s ­
se m b le and d is a s se m b le th e b ra k e leaving them
in ta c t.
8. T h re a d the ad ju stin g s c re w out of th e b ra k e
shoe an ch o r and re m o v e and d is c a rd th e fric tio n
s p rin g (not shown in fig u re 38).
9. C lean a ll d irt out of b ra k e d ru m . In sp ect
d ru m s fo r ro u g h n ess, s c o rin g o r o u t-o f-ro u n d .
R ep lace o r reco n d itio n d ru m s a s n e c e s s a ry .
10. C arefu lly p u ll lo w er edges of w heel c y l­
in d e r b oots away fro m c y lin d e rs . If b ra k e fluid
flow s out, o v erh au l of the w heel c y lin d e rs is n e c ­
e ssa ry .
NOTE: A slig h t am ount of fluid is n e a rly a l­
w ays p r e s e n t and a c ts a s a lu b ric a n t fo r th e p isto n .
11. Insp ect flange p la te fo r oil leak ag e p a st
axle sh aft oil s e a ls . In s ta ll s e a ls if n e c e s s a ry .
12. Check a ll flange p la te attach in g b o lts to
m ake s u r e they a r e tig h t. C lean a ll d irt and ru s t
fro m shoe contact fa c e s on flange p la te using em ery
cloth.
13. T horoughly clean adju stin g sc re w s and
th re a d s in the a n c h o rs.
BRAKE SHOE INSTALLATION
1. P ut a light film of lu b ric a n t on shoe b e arin g
s u rfa c e s of b ra k e flange p la te and on th re a d s of
ad ju stin g sc re w .
2. T h re a d adjusting sc re w com pletely into
a n c h o r w ithout fric tio n sp rin g to be s u re th re a d s
a r e clean and sc re w tu rn s e a sily . Then rem o v e
s c re w s , positio n a new fric tio n sp rin g on sc re w
and r e in s ta ll in an chor.
3. A ssem b le s e lf -a d ju s te r a sse m b ly and le v e r
re tu r n sp rin g to b ra k e shoe and p o sition adjusting
le v e r link on ad ju stin g le v e r pivot.
4. P o sitio n hold-dow n p in s in flange p la te .
5. In sta ll b ra k e shoe and s e lf-a d ju s te r a s s e m ­
b lie s onto hold-dow n p in s. In s e rt ends of sh oes in
w heel cy lin d er push ro d s and leg s of fric tio n sp rin g s.
NOTE: Make s u r e the toe of the shoe is ag ain st
the ad ju stin g sc re w (fig. 41).

CHEVROLET 40-60 TRUCK SERVICE MANUAL


Figure 4 2 —M easu ring Points for Brake Shoe Centering
6. In s ta ll cup, sp rin g , and r e ta in e r on end of
hold-dow n pin. U sing Tool (J-22348) c o m p re ss the
s p rin g . W ith s p rin g c o m p re sse d , p u sh th e hold-
down pin back thro u g h th e flange p la te to w ard the
tool and in s ta ll th e lock on th e pin.
7. U sing Tool (J-22348) in s ta ll b ra k e shoe
r e tu r n sp rin g s .
8. Holding th e s t a r w heel end of the adjusting
le v e r a s fa r a s p o ss ib le p a s t the s t a r w heel, p o s i-
Figure 4 3 —Positioning A dju stin g Lever
Sec. 5A-31
HYDRAULIC BRAKES
ACTUATIN G LEVER
TOP VIEW
A CTUATIN G LEVER
90
END VIEW
T-2730
Figure 4 4 —W ire G auge Position for Correct
A dju stin g Lever Adjustm ent
tio n th e ad ju stin g le v e r cam into the ad ju stin g
le v e r link and a sse m b le w ith cap sc re w .
9. C heck the b ra k e sh o es fo r being c e n te re d
by m e a su rin g th e d istan c e fro m the lining s u rfa c e
to the edge of the flange p la te a t th e po in ts shown
in fig u re 42. To c e n te r the sh o es, tap the u p p e r o r
low er end of the sh o es w ith a p la s tic m alle t until
th e d ista n c e s at each end becom e equal.
10. L o cate the adjusting le v e r 0.020" t o 0.039"
above the o u tside d ia m e te r of the ad ju stin g sc re w
th re a d by loosening the cap sc re w and tu rn in g the
adju stin g cam .
NOTE: To d e te rm in e 0.020" to 0.039", tu rn the
ad ju stin g sc re w 2 full tu rn s out fro m the fully r e ­
tr a c te d p o sitio n . Hold a 0.060" w ire gauge at a 90°
angle w ith the s ta r w heel edge of th e adju stin g
le v e r. T u rn th e a d ju stin g cam un til th e ad ju stin g
le v e r and th re a d e d a r e a on the ad ju stin g sc re w
ju s t touch the w ire (figs. 43 and 44).
11. S ecu re th e ad justing cam cap sc re w and
r e t r a c t the ad justing sc re w .
12. In s ta ll b ra k e d ru m s and w heels.
13. A djust the b ra k e s by m aking s e v e ra l f o r ­
w a rd and r e v e r s e sto p s un til a s a tis fa c to ry b ra k e
p ed al height r e s u lts .
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 5A-32

HYDRAULIC BRAKES
TYPE “ FR -3 A ” REAR BRAKE

The type "F R -3 A " r e a r b ra k e is the sa m e a s

th e type ” F R -3 " b ra k e except fo r m ethod of a d ­
ju stm e n t. The type "F R -3 A " b ra k e h as an au to ­
m a tic a d ju stin g m e c h a n ism . R e fe r to fig u re 45.

Shoes a r e kept in ad ju stm en t individually by

id en tical lin k -c ra n k a d ju s te r s y s te m s . On a r e ­
v e r s e b rak in g ap p licatio n , the h eel of a shoe m oves
away fro m its fo rw a rd -a c tin g an ch o r, an action
w hich p la c e s a cocking m otion in its lin k -c ra n k
s y ste m . An a d ju sta b le e c c e n tric on the shoe web
p ro v id e s a hinge fo r a s h o rt lin k w hich c a r r i e s th is
m otion to a c ra n k le v e r fa ste n e d on th e fo rw a rd
actin g an ch o r pin by a "c " clip . F ro m th is cra n k ,
m otion t r a n s f e r s th ro u g h a lo n g er link to an a d ­
ju stin g le v e r m ounted on the o pposite an ch o r b r a c ­
k et so th a t a paw l on the le v e r m esh es w ith the
sta rw h e e l. The m otion p iv o ts (cocks) the ad ju stin g
le v e r back, the fo rc e overco m in g an a d ju s te r sp rin g 1 B rake Shoe and 8 Wheel Cylinder
connected betw een a fin g e r of the le v e r and the Lining Assembly Cover
sp rin g pin. If lining c le a ra n c e p e rm its su fficien t 2 Hold-down Bolt, 9 Wheel Cylinder
m ovem ent, the ad ju stin g le v e r pawl p ic k s up the W asher, Nut, and 10 Backing P late
next tooth on th e s ta rw h e e l. Lock W ire 11 A djuster Spring
3 Crank Link (Long) 12 Starwheel
U nintentional b a c k -o ff of the sta rw h e e l is 13 Starwheel Crank
4 Eccentric and Screw
p re v e n te d by a fric tio n rin g lo cated on the a d ju s te r 5 Shoe Return Spring 14 Shoe R eturn Spring
sc re w . T h is rin g a p p lie s su fficien t d ra g to p re v e n t (Short) (Long)
an au to m atic b a c k -o ff, but not enough to exclude 6 A djuster Crank 15 Anchor Pin
m anual ad ju stm e n ts a t the sta rw h e e l. 7 Crank Link (Short) 16 "C" W asher T-4579

The ad ju stm en t is co m p leted upon b ra k e r e ­
le a s e , a s the a d ju s te r s p rin g r e tu rn s the ad ju sting
le v e r paw l, advancing the sta rw h e e l one tooth.
C om pletion m ay be delayed by an ch o rin g p r e s s u r e
a g a in st the a d ju ste r sc re w ; in th is c a se it is co m ­
p le te d a s th e an ch o r p r e s s u r e is re lie v e d by the
next fo rw a rd b ra k e ap p licatio n .
BRAKE SHOE REMOVAL
(R e fe r to F ig u re 46)
1. J a c k up ax le and re m o v e hub and b ra k e to an ch o r su p p o rt and rem o v e cra n k .
d ru m a s s e m b ly a s d ire c te d in "REAR HUBS AND
BEARINGS" (SEC. 4C) of th is m anual. It m ay be
n e c e s s a r y to b ack off a d ju s te r s t a r w heels slig h tly c e n tric fro m b ra k e shoe.
to f re e groo v ed d ru m s.
CAUTION: DO NOT back off adjust­
ment so much that star wheel is jammed
against the friction ring on the star wheel
screw; this may damage the friction ring.
2. Unhook the two a u to m a tic a d ju s te r s p rin g s .
3. R em ove the two long c ra n k lin k s by pivoting
b ack th e s t a r w heel c ra n k s u n til th e ir s lo ts align
w ith th e lin k "U " hooks. L ift out lin k s, then slid e
th e ir "S" hooks fro m th e a d ju s te r c ra n k s.
Figure 4 5 —Type “ FR -3A " Rear Brake Installed
4. R em ove s h o rt c ra n k lin k s by ro tatin g ad ­
ju s te r c ra n k s u n til lin k "U " hooks c le a r the ecc en ­
t r i c s on shoe w ebs, then rem o v e the s m a lle r "U"
hooks fro m the a d ju s te r c ra n k s.
5. S p read a d ju s te r c ra n k C -w a s h e rs and lift
off c ra n k s.
6. R em ove bolt w hich fa s te n s s t a r w heel c ra n k
7. R em ove a d ju s te r e c c e n tric sc re w and e c ­
8. R em ove two long shoe r e tu rn s p rin g s and
two s h o rt re tu rn s p rin g s by sliding looped ends off
p in s.
9. R em ove lock w ire s , hold-dow n n u ts, and
w a sh e rs fro m hold-dow n b o lts and lift off b ra k e
sh o e s.
10. T h re a d each s t a r w heel sc re w out of
an ch o r su p p o rt fro m shoe sid e of su p p o rt. L ift
s t a r w heels fro m su p p o rt s lo ts .
NOTE: DO NOT a tte m p t to rem o v e a fric tio n
rin g fro m a s ta r w heel sc re w ; if n e c e s s a ry , r e ­
p la c e w ith a new sc re w and fric tio n rin g a ssem b ly .

CHEVROLET 40 60 TRUCK SERVICE MANUAL

 Sec. 5A - 33

HYDRAULIC BRAKES

1
2 B ra k e Lining 11 B le e d e r V alve 20 L ock W ire
3 B ra k e Shoe 12 W heel C y lin d er C over 21 Shoe R e tu rn Spring (Long)
4 Hole C over 13 W heel C y lin d er 22 C ran k L ink (Long)
5 S tarw h eel C ran k 14 A nchor P in 23 S tarw h eel Screw
6 A d ju ste r S pring 15 Shoe R e tu rn Spring (Short) 24 H old-down B olt
7 S tarw heel 16 A d ju ste r C rank 25 C ran k Link (Short)
8 B olt 17 C -w a sh e r 26 E c c e n tric Screw
9 S pring W ash er 18 H old-down W asher 27 E c c e n tric t -458o

Figure 4 6 —Type “ FR -3A " Rear Brake Com ponents

CLEANING AND INSPECTION 8. E xam ine b ra k e shoe lin in g s fo r w e a r. L in ­

1. C lean a ll d ir t out of b ra k e d ru m . In sp e c t
d ru m fo r ro u g h n e ss, s c o rin g , o r o u t-o f-ro u n d .
R econdition o r re p la c e d ru m a s n e c e s s a ry . R e fe r
to " B ra k e D ru m s" in th is se c tio n .
2. C lean a ll d ir t out of an ch o r pin h o les and
a d ju stin g sc re w openings in an c h o r s u p p o rts.
3. In sp e c t w heel b e a rin g s and o il s e a ls a s
d ire c te d in "REAR HUBS AND BEARINGS" (SEC.
4C) of th is m anual.
4. In sp e c t b ra k e shoe re tu r n s p rin g s . If they
a r e b ro k en , c ra c k e d , o r w eakened, re p la c e w ith
new s p rin g s .
5. In sp e c t th re a d s on ad ju stin g s c re w s and
in a d ju stin g w h eels fo r w e a r o r dam age. R ep lace
a s n e c e s s a ry .
6. C heck a ll a u to m a tic a d ju s te r com ponents
and r e p la c e any w hich a r e w orn o r dam aged. R e ­
p la c e s p rin g s if b ro k en , c ra c k e d , o r w eakened.
7. C heck w heel c y lin d e rs a s in s tru c te d u n d e r
"W heel C y lin d er R e p a ir" in th is se c tio n . R ep lace
w ith new c y lin d e rs if n e c e s s a ry .
ings should be re p la c e d if w orn down c lo se to riv e t
h ea d s. R e fe r to "B ra k e Shoe R elining" in th is
se c tio n .
BRAKE SHOE INSTALLATION
1. I n s e r t s ta r w heels in a n ch o r su p p o rt s lo ts
and th re a d in s t a r w heel sc re w fro m the shoe sid e ,
fric tio n rin g end to w ard th e sh o e. F o r new lin in g s,
b ack off s c re w s , taking c a re to not jam s ta r w h eels.
NOTE: DO NOT LUBRICATE STAR W HEEL
SCREWS.
2. P o sitio n one b ra k e shoe w ith its "to e " (cut­
aw ay p o rtio n of web) lo c a te d in the a d ju s te r slo t
an d th e "h e e l" in th e an ch o r p in slo t of an ch o r su p ­
p o r ts .
3. In s ta ll b ra k e shoe hold-dow n b o lt, hold-
down w a sh e r and hold-dow n nut. T ighten nut fin g e r-
tig h t and then b ack off nut one tu rn and in s e r t nut
lo ck w ire .

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 5A-34
HYDRAULIC BRAKES
4. In s ta ll th e o th e r b ra k e sh o e in sa m e m an­
n e r a s d e s c rib e d in p a ra g ra p h s 2 and 3.
5. In s ta ll long b ra k e shoe re tu r n s p rin g s in
shoe w eb, lo n g est sh an k at a d ju s te r, and hook
sp rin g s o v e r p in s .
6. In s ta ll s h o rt b ra k e shoe r e tu r n sp rin g s in
shoe web and hook sp rin g s o v e r p in s at an ch or
end.
7. P la c e a d ju s te r e c c e n tric s on shoe w ebs and
fa ste n w ith se lf-ta p p in g s c re w . T ighten s c re w only
fin g e r-tig h t to p e r m it fin a l ad ju stm e n t la te r .
8. P la c e a d ju s te r c ra n k s on an ch o r p in s, th e ir
long a r m s to w ard sh o e s, bushing to w a rd backing
p la te , so th a t they ro ta te fre e ly w hile re s tin g
a g a in st r e tu r n s p rin g hooks.
9. In s ta ll and c rim p a d ju s te r c ra n k C -w a s h e r.
10. P la c e s t a r w heel c ra n k on an ch o r su p p o rt
and fa ste n w ith c ra n k b o lt.
11. At each a d ju s te r c ra n k a s s e m b le th e s h o rt
lin k s m a ll hook into th e s h o rt a rm of th e c ra n k
fro m th e lo w e r sid e and hook th e o th e r end of link
aro u n d th e e c c e n tric on th e shoe web.
12. A sse m b le long lin k "S" hook to long a r m
of a d ju s te r c ra n k fro m u p p e r sid e , ro ta te s ta r
w heel c ra n k so th a t slo t lin e s up w ith lin k MU” hook.
I n s e r t "U " hook and r o ta te s t a r w heel c ra n k back
to ap p ro x im a te a d ju stin g p o sitio n .
13. In s ta ll a d ju s te r s p rin g w ith s h o rt hook on
s t a r w heel c ra n k fin g e r so th a t its long shank hook
a s s e m b le s on th e o u te r g roove of the pin fro m the
w heel c y lin d e r sid e .
BRAKE SHOE REUNING
B ra k e lin in g s on th e s e m odels a r e riv e te d to
th e b ra k e sh o es and m ay be re p la c e d . T h e se lin ­
in g s m ay be p u rc h a se d in re p la c e m e n t s e ts of four
lin in g s and su ffic ie n t r iv e ts of c o r r e c t s p e c ific a ­
tio n s. R e fe r to P a r t s Book fo r lining re p la c e m e n t
k its . When re p la c in g lin in g s, m ake s u r e th a t sh o es
BRAKE DRUMS
B ra k e d ru m in s ta lla tio n s a r e illu s tr a te d in
"FRO N T HUBS AND BEARINGS" (SEC. 3D) and
"REAR HUBS AND BEARINGS" (SEC. 4C) of th is
m anual. P ro c e d u re s fo r re p la c in g b ra k e d ru m s
a r e a ls o included in th e above m entioned se c tio n s.
W henever b ra k e d ru m s a r e rem o v ed fo r s e r v ­
icing b r a k e s , in sp e c t d ru m s . If found to be s c o re d ,
rough, o r o u t-o f-ro u n d , d ru m s should be m achined.
M achining o r grin d in g of b ra k e d ru m s in ­
c r e a s e s th e in sid e d ia m e te r of th e d ru m and chang­
es th e lin in g to d ru m fit. When m achining d ru m s,
INITIAL MANUAL LINING ADJUSTMENT
1. If sh o es have been re lin e d , back off s ta r
w heel a d ju stm e n ts.
2. C e n te r each shoe; in s e r t a p ry tool a g ain st
backing p la te c u rl and shoe (do not m a r lining).
Slide shoe up o r down in an ch o r s lo ts until leading
and tra ilin g edges of the lining a r e eq uidistant
fro m the in n e r c u rl of the b ra k e backing p la te .
3. On each shoe web, r o ta te hex e c c e n tric , a s
re q u ire d , u n til linkage alig n s s t a r w heel crankpaw l
w ith c e n te r lin e of s ta r w heel s c re w . A SMALL
MILLED SLOT ON THE ANCHOR SUPPORT IS
THE ALIGNING MARK.
4. When aligned, lock e c c e n tric s by tightening
se lf-ta p p in g s c re w s to 19 foot-pounds to rq u e .
5. In s ta ll hub and d ru m a s d e sc rib e d in "REAR
HUBS AND BEARINGS” (SEC. 4C) of th is m anual.
6. R em ove both ad ju stm e n t slo t c o v e rs fro m
back of backing p la te .
7. In s e r t adju stin g tool and tu rn each s ta r
w heel u n til lining d ra g s on d ru m w hile d ru m is
ro ta te d . To tig h ten ad ju stm en t, move tool handle
to w a rd axle w hile using in n e r sid e of a d ju ste r slo t
a s fu lc ru m fo r the tool, ro tatin g the s ta r w heel
te e th away fro m the ax le.
8. B ack off s ta r w heels w hile ro ta tin g d rum
fo rw a rd , u n til d rag is ju st re lie v e d . P ro v id e a d ­
ditional running c le a ra n c e by backing off 8 to 10
m o re n o tches and re p la c e slo t c o v e rs . A utom atic
a d ju stm e n t now ta k e s o v er.
a r e clean and th a t linings a r e in s ta lle d in a m an n er
th a t w ill p re v e n t gaps betw een lining and shoe.
C onventional lining re p la c e m e n t equipm ent
should be u se d . Make s u re lining f its firm ly a g ain st
shoe, and th a t riv e ts a r e p ro p e rly u p se t.
it is reco m m en d ed th at th e follow ing m axim um
o v e rs iz e s not be exceeded:
(a) D ru m s w ith sta n d a rd d ia m e te r up to 14"
can be m achined up to 0.060" o v e rs iz e .
(b) D ru m s w ith sta n d a rd d ia m e te r o v e r 14"
can be m achined up to 0.080" o v e rs iz e .
When it is found th a t m achining to th e se m ax­
im um lim its does not p ro v id e a su ita b le brak in g
s u rfa c e , d is c a rd the w orn d ru m and re p la c e with
a new sta n d a rd dru m .
DO NOT EXCEED THESE LIMITS. THIS IS A
SAFETY PRECAUTION.
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 5A-35

HYDRAULIC BRAKES
TROUBLESHOOTING CHART
LOW PEDAL OR PEDAL GOES TO TOE BOARD
PROBABLE CAUSE REMEDY
1 . E x c e ssiv e c le a ra n c e betw een lin in g s and d ru m . 1 . A djust b ra k e s .
2. A utom atic a d ju s te rs not w orking. 2. Make fo rw a rd and r e v e r s e sto p s; if pedal sta y s
low, re p a ir faulty a d ju s te rs .
3. W eak b ra k e h o se. 3. R eplace w ith new hose.
4. L eaking conduits. 4. R e p a ir o r re p la c e faulty p a rts .
5. L eaking w heel c y lin d e r. 5. C lean and reb u ild .
6. L eaking m a s te r c y lin d e r. 6. C lean and reb u ild .
7. L eaking m a s te r c y lin d e r check valve. 7. In sta ll new check valve.
8. A ir in sy ste m . 8. Bleed sy ste m .
9. Plugged m a s te r c y lin d e r f i l le r cap. 9. C lean f ille r cap vent holes; bleed sy ste m .
10. Im p ro p e r b ra k e fluid. 10. F lu sh sy ste m and r e fill w ith recom m ended
b ra k e fluid.
11. Low flu id le v e l. 11. F ill r e s e r v o ir w ith b ra k e fluid; bleed sy ste m .

SPRINGY, SPONGY PEDAL

PROBABLE CAUSE REMEDY
1. A ir tra p p e d in h y d rau lic sy ste m . 1. Rem ove a ir by bleeding.
2. Im p ro p e r b ra k e fluid. 2. F lu sh , re fill and bleed sy ste m . U se re c o m ­
m ended b ra k e fluid.
3. Im p ro p e r lining th ic k n e ss o r location. 3. In sta ll sp ec ified lining o r re p la c e shoe and
lining.
4. D ru m s w orn too thin. 4. R eplace d ru m s.
5. M a ste r c y lin d e r f ille r vent clogged. 5. C lean vent o r re p la c e cap; bleed b ra k e s .
6. W eak h o se. 6. In sta ll new hose.

EXCESSIVE PEDAL PRESSURE REQUIRED TO STOP

PROBABLE CAUSE REMEDY
1 . B rake a d ju stm en t not c o r r e c t. 1 . A djust the b ra k e s .
2. In c o r r e c t lining. 2. In sta ll sp e cifie d lin in g s.
3. G re a se o r flu id soaked lining. 3. R e p a ir g r e a s e se a l o r w heel c y lin d e r. In sta ll
new lin in g s.
4. Lining not in fu ll co n tact. 4. G rind lining to p ro p e r ra d iu s.
5. Im p ro p e r fluid. 5. F lu sh out sy ste m ; fill with reco m m en d ed fluid;
bleed.
6. F ro z e n m a s te r o r w heel c y lin d e r p isto n s. 6. R econdition o r re p la c e all c y lin d e rs .
7. B rake p ed al binding on sh aft. 7. L u b rica te.
8. L inings in s ta lle d on w rong sh o e s. 8. In sta ll p rim a ry and seco n d ary lin in g s
c o rre c tly .
9. G lazed lin in g s. 9. Sand su rfa c e of lin in g s.
10. Bellm outhed, b a r r e l- s h a p e d o r s c o re d d ru m s. 10. R eplace o r re s u rfa c e d ru m s in R.H . and L.H .
p a ir s .
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 5A-36

HYDRAULIC BRAKES

LIGHT PEDAL PRESSURE - - BRAKES TOO SEVERE

PROBABLE CAUSE REMEDY
1. B rake ad ju stm e n t not c o r r e c t. 1. A djust th e b ra k e s .
2. L oo se backing p la te on fro n t ax le. 2. T ighten p la te s.
3. A sm a ll am ount of g r e a s e o r flu id on lin in g s. 3. R eplace the lin in g s.
4. C h a rre d lin in g s. 4. Sand the s u rfa c e s of the lin in g s.
5. In c o rre c t lining. 5. In s ta ll fa c to ry sp ecified lin in g s.
6. W heel b e a rin g s lo o se . 6. A djust w heel b e a rin g s.
7. Lining lo o se on shoe. 7. R eplace lining o r shoe and lining.
8. E x c e ssiv e d u st and d ir t in d ru m s . 8. C lean and sand d ru m s and lin in g s.
9. Bad d ru m . 9. T u rn d ru m s in p a ir s o r re p la c e .

BRAKE PEDAL TRAVEL DECREASING

PROBABLE CAUSE REMEDY
1. M a ste r c y lin d e r co m p en satin g p o rt plugged. 1. Open, u se a ir o r .015 w ire . R em ove any b u r r
in b o re .
2. Swollen cup in m a s te r c y lin d e r. 2. R eplace ru b b e r p a r ts flu sh sy ste m . R efill w ith
recom m ended fluid.
3. M a s te r c y lin d e r p isto n not re tu rn in g . 3. R ebuild m a s te r c y lin d er.
4. W eak shoe r e tra c tin g s p rin g s . 4. R eplace sp rin g s.
5. W heel c y lin d e r p isto n s stick in g . 5. C lean c y lin d e r b o re s and p a rts . R ep lace bad
p a r ts .

PULSATING BRAKE PEDAL

PROBABLE CAUSE REMEDY
1. D ru m s o u t-o f-ro u n d . 1. R efinish d ru m s.
2. L oose b ra k e d ru m s on hub. 2. T ighten.
3. W orn o r lo o se w heel b e a rin g s . 3. R eplace o r ad just.
4. Bent r e a r axle. 4. R eplace axle.

BRAKES FADE
PROBABLE CAUSE REMEDY
1. In c o rre c t lining. 1. R eplace lining w ith lining recom m ended.
2. Poor lining co n tact. 2. G rind lining to p ro p e r ra d iu s; ad ju st.
3. Thin d ru m . 3. R eplace dru m .
4. D ragging b ra k e s . 4. A djust.

ALL BRAKES DRAG WHEN ADJUSTMENT IS KNOWN TO BE CORRECT

PROBABLE CAUSE REMEDY
1. Pedal d o es not re tu rn to stop. 1. L u b ric ate the pedal.

CHEVROLET 4<W0 TRUCK SERVICE MANUAL


ALL BRAKES DRAG WHEN ADJUSTMENT IS KNOWN TO BE CORRECT (C ont’d.)
PROBABLE CAUSE
2. Im p ro p e r fluid.
3. C om pensating o r b y p a ss p o rt of m a s te r
c y lin d e r clo se d .
4. U se of in fe rio r ru b b e r p a r ts .
ONE W HEEL DRAGS
PROBABLE CAUSE
1. W eak o r b ro k en shoe r e tr a c tin g sp rin g s.
2. Brake shoe to d ru m c le a ra n c e too sm a ll.
3. L oose w heel b e a rin g s .
4. W heel c y lin d e r p isto n cu p s sw ollen and d is ­
to rte d o r the p isto n stu ck .
5. P isto n s stick in g in w heel c y lin d e r.
6. D ru m o u t-o f-ro u n d .
7. O b stru ctio n in lin e .
8. D isto rte d shoe.
9. D efective lining.
PULLS TO ONE SIDE
PROBABLE CAUSE
1. G re a se o r flu id soaked lining.
2. L oose w heel b e a rin g s , lo o se packing p la te on
r e a r axle o r fro n t axle o r lo o se sp rin g b o lts.
3. L inings not of sp e c ifie d kind o r p rim a ry and
seco n d ary sh o e s r e v e r s e d .
4. T ir e s not p ro p e rly in flated o r unequal w e a r of
tr e a d . D ifferen t tr e a d n o n -sk id d esign.
5. L inings c h a rre d .
6. W ater, mud, e tc ., in b ra k e s .
7. W heel c y lin d e r stick in g .
8. W eak o r b ro k en r e tr a c tin g s p rin g s.
9. O u t-o f-ro u n d d ru m s .
Sec. 5A-37
HYDRAULIC BRAKES
REMEDY
2. R eplace ru b b e r p a r ts and fill w ith re c o m ­
mended b ra k e fluid.
3. Open by a ir o r .015 w ire . Rem ove any b u rr
in b o re .
4. In sta ll p ro p e r p a r ts .
REMEDY
1 . R eplace the defective b ra k e shoe sp rin g s and
lu b ric a te the b ra k e shoe le d g es.
2. A djust.
3. A djust w heel b e a rin g s.
4. R ebuild c y lin d e rs .
5. C lean o r re p la c e p isto n s; clea n cy lin d e r b o re .
6. G rind o r tu rn both fro n t o r r e a r d ru m s.
7. C lean out o r re p la c e .
8. R eplace.
9. R eplace w ith sp e cifie d lining.
REMEDY
1. R eplace w ith new lin in g s.
2. A djust the w heel b e arin g , tighten the backing
p la te on the r e a r and fro n t a x le s and tighten
sp rin g b o lts.
3. In sta ll sp e cified lin in g s. In stall sh oes
c o rre c tly .
4. Inflate the t i r e s to recom m ended p r e s s u r e s .
R e a rra n g e the t i r e s so th at a p a ir of n o n -sk id
tre a d s u rfa c e s of s im ila r desig n and equal
w e a r w ill be in sta lle d on the fro n t w h eels, and
an o th er p a ir w ith lik e tr e a d w ill be in sta lle d
on the r e a r w h eels.
5. Sand the s u rfa c e s of the lining.
6. Rem ove any fo re ig n m a te ria l fro m all of the
b ra k e p a r ts and in sid e of the d ru m s . L u b rica te
the shoe led g es and r e a r b ra k e cab le ra m p s .
7. R ep air o r re p la c e w heel c y lin d e r.
8. C heck sp rin g s — re p la c e bent, o p en -co iled o r
c ra c k e d sp rin g s.
9. R e su rfa c e o r re p la c e d ru m s in le f t- and rig h t-
hand p a ir s (both fro n t and both r e a r ) .
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 5A - 38

HYDRAULIC BRAKES

PULLS TO ONE SIDE (C ont’d.)

PROBABLE CAUSE REMEDY
10. Brake d rag g in g . 10. C heck fo r lo o se lining. A djust.
11. W eak c h a s s is s p rin g s , lo o se U -b o lts, lo o se 11. R eplace sp rin g , tig h ten U -b o lts, ad ju st
ste e rin g g e a r, e tc . ste e rin g g e a r, etc.
12. L oose s te e rin g . 12. R ep a ir and ad ju st.
13. Unequal c a m b e r. 13. A djust to ’’S p e c ific a tio n s.”
14. Clogged o r c rim p e d h y d rau lic lin e . 14. R ep a ir o r re p la c e lin e .
15. W heel c y lin d e r s iz e d iffe re n t on o p p o site s id e s . 15. R eplace w ith c o r r e c t c y lin d e rs .
16. L oose king pin. 16. R eplace king pin s o r bu sh in g s.
17. Bad d ru m . 17. R efinish d ru m s in p a ir s .

ONE W HEEL LOCKS

PROBABLE CAUSE REMEDY
1. Gum m y lin in g . 1. R eline.
2. T ire tr e a d s lic k . 2. M atch up t ir e tr e a d s fro m side to sid e .

W ET W EATHER: BRAKES GRAB OR WON’T HOLD

PROBABLE CAUSE REMEDY
1. L in in g s too se n s itiv e to w a te r. 1. R elin e.
2. D irty b ra k e s . 2. C lean out.
3. Bent backing p la te - - opening. 3. S traig h te n .
4. S co red d ru m s . 4. G rind o r tu rn in p a ir s .

BRAKES SQUEAK
PROBABLE CAUSE
1. Backing p la te ben t o r sh o es tw iste d .
2. M etallic p a r tic le s o r d u st im bedded in lin in g .
3. Lining r iv e ts lo o se o r lin in g not held tig h tly
a g a in st th e shoe at th e en d s.
4. D ru m s not s q u a re o r d is to rte d .
5. In c o rre c t lin in g .
6. Shoes sc ra p in g on backing p la te le d g e s.
7. W eak o r b ro k en hold down sp rin g s .
8. L oo se w heel b e a rin g s .
9. L oo se backing p la te , an ch o r, d ru m , w heel
c y lin d e r.
10. L in in g s lo c a te d w rong on sh o e s.
REMEDY
1. S tra ig h ten o r re p la c e dam aged p a r ts .
2. Sand the s u rfa c e s of the lin in g s and d ru m s. R e­
move a ll p a r tic le s of m etai that; m ay be found
in the s u rfa c e s of the lin in g s.
3. R eplace r iv e ts a n d /o r tig h ten lining by r e ­
riv e tin g .
4. T u rn o r g rin d o r re p la c e d ru m s.
5. R eplace lining.
6. Apply b ra k e lube to le d g e s. R eplace w ith new
shoe and lin in g s, if d isto rte d .
7. R eplace d efectiv e p a r ts .
8. T ighten to p ro p e r se ttin g .
9. T ighten.
10. In sta ll lin in g s c o rr e c tly .

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 5A-39
HYDRAULIC BRAKES

BRAKES CHATTER
PROBABLE CAUSE REMEDY
1. I n c o r r e c t lining to d ru m c le a ra n c e . 1. R e ad ju st to recom m ended c le a ra n c e s .
2. L o o se backing p la te . 2. T ighten se c u re ly .
3. G re a s e , fluid, ro a d d u st on lining. 3. C lean o r re lin e .
4. W eak o r b ro k en r e t r a c t o r sp rin g . 4. R eplace.
5. L oo se w heel b e a rin g s . 5. R ead ju st.
6. D ru m s o u t-o f-ro u n d . 6. G rind o r tu rn d ru m s in p a ir s .
7. Cocked o r d is to rte d sh o e s. 7. S tra ig h ten o r re p la c e .
8. T a p e re d o r b a r r e l- s h a p e d d ru m s. 8. G rind o r tu rn in p a ir s .

SHOE CLICK
PROBABLE CAUSE REMEDY
1. Shoes lift off backing p la te and snap back. 1. Change d ru m s sid e to sid e o r g rin d d ru m s
(in p a ir s ).
2. Hold down s p rin g s w eak. 2. R eplace s p rin g s .
3. Shoe bent. 3. S traig h ten .
4. G rooves in backing p la te p ad s. 4. G rind and lu b ric a te .

TROUBLE SHOOTING POWER HYDRAULIC BRAKES (Vacuum A s s is t U n its)

NOTE: The sa m e ty p es of b ra k e tro u b le s a r e en co u n tered w ith pow er b ra k e s a s
w ith sta n d a rd b r a k e s . B efore checking the pow er b ra k e sy ste m fo r
s o u rc e of tro u b le , r e f e r to tro u b le diag n o sis of sta n d a rd hy d rau lic b ra k e s .
A fter th e se p o ssib le c a u s e s have been elim in ate d , check fo r c a u se a s
ou tlined below .
NOTE: M ake th e follow ing t e s t b e fo re checking h a rd pedal fo r the c a u se . W ith
th e engine stopped, d e p re s s the b ra k e pedal s e v e ra l tim e s to elim in ate
all vacuum fro m the s y ste m . Apply the b ra k e s , and w hile holding the foot
p r e s s u r e on th e b ra k e pedal, s ta r t the engine. If the unit is o p eratin g
c o r r e c tly , th e b ra k e pedal w ill m ove fo rw a rd when the engine vacuum
p o w er is added to the pedal p r e s s u r e . If th is te s t show s that the pow er
u n it is not o p eratin g , the tro u b le m ay be one of the follow ing:

BRAKE SYSTEM LOSES FLUID

PROBABLE CAUSE REMEDY
1. E x te rn a l Leak: L eak in g -p ip e co n n ections, hose, 1. C lean p a r ts . T ighten. R eplace d e fe ctiv e p a r ts .
w heel c y lin d e rs , m a s te r c y lin d e r head nut, e tc.

2. In te rn a l L eak s: P ast se c o n d a ry s e a ls into 2. R ebuild m a s te r c y lin d e r.

pow er unit. C heck vacuum hose fo r fluid.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 5A-40

HYDRAULIC BRAKES

NO BOOST - - HARD PEDAL

PROBABLE CAUSE REMEDY
1 . Bent, b ro k en o b s tru c te d tube. C o llap sed h o se. 1 . R eplace defectiv e p a r ts .
2. Stuck ch eck valve. 2. R eplace valve.
3. A ir in le t b locked. 3. R eplace f ilte r . Open p a s s a g e s .
4. A ir v alve stu ck . 4. D isa sse m b le unit — c le a n - - re p la c e d efectiv e
p a r ts .
5. F au lty d iap h rag m . 5. R eplace d iap h rag m .
6. F a u lty p isto n s e a l. 6. R eplace se a l.
7. L eak s in te rn a lly . 7. R ebuild.
8. L eaking vacuum tank. 8. R e p a ir tank.

SLOW BRAKE PEDAL RETURN

PROBABLE CAUSE REMEDY
1. E x c e ssiv e se a l f ric tio n in pow er unit. 1. R ebuild unit.
2. F a u lty valve actio n . 2. Rebuild unit.
3. Broken r e tu r n sp rin g . 3. R eplace sp rin g .

BRAKES GRABBY
PROBABLE CAUSE REMEDY
1. Broken v alv e sp rin g . 1. Rebuild unit.
2. Sticking vacuum valve. 2. C lean and lu b ric a te .
3. R eactio n d ia p h rag m leak ag e. 3. R ebuild u n it.

SPECIFICATIONS

FRONT BRAKES
TRUCK MODELS CE, CS40 CE, CS50<1) CE, CS50 <2)
CE, CS50 CE, ME60<3) SE, SS50
SE, SS50 TE, TS50 O)
TE.60
Type....................................................... Duo-Servo «p >
“ FA”
Adjustm ent........................................... Automatic Manual Automatic
Size....................................................... 14 x V A 15x3 15x3
Lining W idth......................................... 2V / 3" 3"
Lining Thickness................................. W 5/ie" 5/ie"
Lining A re a -S q . In. per A xle.......... 136.4 198.1 198.1
Cab Models—Only.
<2> Cowl Models— Only.
® Available w ith 15 x 3.5 Shoes.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 5A-41

HYDRAULIC BRAKES

SPECIFICATIONS (CONT.)

REAR BRAKES
TRUCK MODEL S CE, CS40(1) CE, CS50 SE, SS50
CE, CS50 CE, ME60<2>
SE, SS50 TE, TS50
TE, TS50 TE60<2>
Type................................................... Twin-Action "FR-3” “ FR-3A”
A djustm ent....................................... Automatic Manual Automatic
S ize .................................................... 15x4 15x6 15x6
Lining W idth..................................... 4" 6" 6 "

Lining Thickness............................. %" W W

Lining Area—Sq. In. per Axl e. ... 249.4 377.3 377.3
(!) Available with 15 x 5 Shoes.
<2> Available with 15 x 7 Shoes.

POWER CYLINDERS
STANDARD P O WE R HYDRAULI C
OR MFG. OVE R AL L C YLI NDER DIAPHRAGM PI STON
TRUCK MODEL S OP TI ONA L *MFG. M O D E L NO. DIAMETER B ORE STROKE STROKE

CE. CS, PS40.............................. Opt. B-P 2508827 12.78" — 5.44" 5.31"

CE50.............................................. Std.
CE60.............................................. Std.
CE60.............................................. Opt.
ME60............................................ Std. B-P 2508643 12.78" — 4.30" 4.19"
SE, SS50..................................... Std. B-P 2508829 12.78" — 5.44" 5.31"
All Models with Split B rakes.. Opt.
TE, TS50........................................ Std. B-P 2503139 12.78" — 4.70" 4.66"
TE60............................................... Std.
*B-*P— Bendix Products

WHEEL CYLINDERS
BRAKE CONTROLS WHEEL
TY PE B R A K E A XLE M O D E L CYLINDER
MASTER CYLINDER
BORE
MASTER
TRUCK MODELS MASTER CYLINDER Duo-Servo.................. .....................F-050, F-055... ....... W
CYLINDER* BORE T V ....................... .....................F-070. F-090 . .......P/s"
CE, CS40.......................................... Std.................................P/4" F-110................. ...... P/s"
“ FA” ............................ .....................F-070................... ...... P/s"
Opt.................................P/2"
Tw in-A ction............... .................... H-110, H -135.. ...... p/2"
CE50...................................................Std..................................P/2"
H-150, T -1 5 0 ... ...... P/2"
Opt................................ w
CE60...................................................Std..................................P/2" "FR-3” ........................ .....................H-170, T -1 7 0 .. ........P/s"
30DSC................ ...... P/s"
Opt................................ 13/4"
ME60................................................ Std.................................l 3/4" 17121, 172 2 1 ... .......... P/4"
SE, SS50.......................................... Std.................................l 3/4" "FR-3A” ..................... .....................H-170, T-170... ........P/s"
TE.TS50.......................................... Std.................................P/2"
TE 6 0 .................................................. Std..................................P/2" Only genuine H yd rau lic B rake F luid a s s p e c i­
Opt................................ P/4" fie d in LUBRICATION (SEC. 0), should be u se d
*AII Models with Optional Split Brake System have a 1% " Master
Cylinder Bore. in the h y d rau lic b ra k e s y ste m . The u se of
o th e r fluid s m ay cause d e te rio ra tio n of ru b b e r
cups in m a s te r and w heel c y lin d e rs, and m ay
induce c o rro s io n of the m e ta l p a r ts of the
cy lin d e rs.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 SECTION 5B
A i/i febakel
INDEX
S ubject P a g e No.
B ra k e S y stem E quipm ent ..................................5B -42
B ra k e S y stem M aintenance .............................. 5B -42
B ra k e A d ju stm en ts ............................................. 5B -45
S lack A d ju ste rs .................................................... 5B-47
B ra k e C h a m b e rs (Standard) .......................... 5B-48
A ir T anks ................................................................5B-48
A ir P r e s s u r e C heck V a l v e ..................................5B-49
Safety V a l v e ............................................................ 5B-49
P r e s s u r e P ro te c tio n V a l v e .............................. 5B -50
Q uick R e le a s e V alve ......................................... 5B-50
M o istu re E je c to r V a l v e ......................................5B -50
B ra k e A pplication V a l v e s ..................................5B-51
A ir L in e s ................................................................ 5B -53
A ir P r e s s u r e G a u g e ............................................. 5B-54
Low A ir P r e s s u r e S w i t c h ..................................5B -54
T r a ile r B ra k e C o n t r o l s ......................................5B-55
I.C .C . B rak e S ystem E q u i p m e n t ...................5B-55
BRAKE SYSTEM EQUIPMENT
T he a i r b ra k e s y s te m c o m p ris e s a group of
d e v ic e s, som e of w hich m ain tain a supply of com ­
p r e s s e d a ir , som e of w hich d ire c t and c o n tro l the
flow of th e c o m p re sse d a ir , and o th e rs w hich t r a n s ­
fo rm the en ergy of c o m p re sse d a ir into the m ech ­
a n ic a l fo rc e and m otion n e c e s s a ry to apply the
b ra k e s . R e fe r to fig u re 1 fo r ty pical sc h e m a tic
d ia g ra m .
Inform ation in th is sectio n c o v e rs a ll sta n d a rd
a i r b ra k e equipm ent, a s w ell a s o th e r u n its which
a r e u se d a s optional equipm ent on som e m odels.
T h e re a r e two b a s ic a lly d ifferen t typ es of a ir
a c tu a te d b ra k e s u se d on v eh ic le s c o v ered by th is
m anual. One type is the c am -ty p e b ra k e which is
e n e rg iz e d by an a i r c h a m b e r and sla c k a d ju s te r
a rra n g e m e n t. The o th e r is c a lle d S to p m a ste r,
which is a com plete a sse m b ly c o n sistin g of two
a i r c h a m b e rs connected to two b ra k e sh o e s through
tu b es containing p u s h -ro d and plu ng er a s s e m b lie s .
A ll in fo rm atio n re la tiv e to S to p m a ste r b ra k e s is
found u n d er the heading of "S to p m aster B ra k e s "
in th is se c tio n . U nless o th e rw ise sp ecified , all
p e d a ls, v a lv e s, c o n tro ls, e tc ., co v ered in th is
m anual apply to both c a m -ty p e and S to p m aster
ty p e b ra k e s y s te m s .
R e fe r to AIR COMPRESSOR AND GOVERNOR
(SEC. 5D) fo r in fo rm atio n re la tiv e to a ir com ­
p r e s s o r s and g o v e rn o rs.
Subject P ag e No.
T r a ile r B rak e Hand C o ntrol Valve ............... 5B-55
T r a ile r E m ergency A ir Supply C ontrol V alve 5B-55
T r a c to r P ro te c tio n (B reakaw ay) V alve . . . 5B -56
D ouble Check Valve and Stop L ight Sw itch . 5B-57
F ro n t B ra k e L im iting V alve and Two-W ay
C o ntrol V alve .................................................5B-57
A nchorlok B rak e C h a m b e r s ..............................5B-60
F ro n t B rak e Shoes and A nchor P in s . . . . 5B-61
"S” C am R e a r B r a k e s ......................................... 5B-62
B ra k e D ru m s ........................................................ 5B -63
S to p m a ste r B ra k e s ............................................. 5B-64
" F a il-S a fe ” B ra k e s .............................................5B-71
"S uper F a il-S a fe ” B r a k e s ..................................5B-75
Specification s ........................................................ 5B-78
T ro ub lesh oo ting C h a rt - G e n e r a l ...................5B-79
T roub lesh o otin g C h a rt - S to p m a ste r . . . . 5B-82
BRAKE SYSTEM MAINTENANCE
N o rm al o p eratio n of b rak in g s y ste m n e c e s s i­
ta te s p e rio d ic te s ts , insp ection , and ad ju stm e n ts to
a s s u r e sa fe , efficient o p e ra tio n . T e s t, inspection
and a d ju stm en t p ro c e d u re s fo r each a ir b ra k e con­
tr o l unit a r e d e sc rib e d un d er individual headings
in th is se c tio n . Since the v e h icles co v e re d by th is
S e rv ic e M anual w ill be u se d in a wide v a rie ty of
o p e ra tio n ty p es, it is im p o ssib le to fix m aintenance
in te rv a ls (e ith e r tim e o r m ileage) which w ill s a t ­
is fa c to rily su it a ll conditions. T h e re fo re , any such
in te rv a ls s ta te d in th e se m aintenance p ro c e d u re s
m u st be re la te d to the type of u sag e to which a p a r ­
tic u la r v ehicle is p ut. O bviously, a tru c k u se d in
city "stop and s t a r t ” driving w ill re q u ire d ifferen t
s e rv ic e o p e ra tio n s and in te rv a ls than one hauling
"o v e r the ro a d " fo r long d istan ce. W ith th is in
m ind, a ll s e rv ic e in te rv a ls should be re la te d to a
sp e c ific vehicle.
C o m p ressio n and subsequent cooling of a ir
c a u se s the m o istu re in the a ir to condense. T h is
m o istu re c o lle c ts in a i r tan k and should be d rain ed
daily . D rain cocks a r e p ro v id ed a t bottom of a ir
ta n k s fo r th is p u rp o se . S a tisfa c to ry drain in g is
acco m p lish ed only by leaving the d ra in cocks open
a fte r c o m p re sse d a ir has escap ed and until a ll
d ra in a g e sto p s.
Some veh icles a r e equipped w ith a m o istu re
e je c to r valve (optional), w hich e lim in a te s the need
fo r daily d rain ag e of a ir ta n k s. F o r d e sc rip tio n of
how th is valve w ork s, r e f e r to p ro c e d u re s u nder
heading of "M o istu re E je c to r V alve."
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 5B-43

AIR BRAKES

>» CAD
DELIVERY LINES

1 Slack Adjuster 8 Trailer Brake Hand 16 Trailer Brake Emergency

2 Standard Brake Chamber Control Valve Line
3 Limiting and Quick Release 9 Two-Way Valve 17 Air Tanks
Valve 10 Low Air Buzzer Switch 18 Stopmaster Brake
4 Air Compressor 11 Air Gauge Chambers
5 Air Intake 12 Application Valve 19 Check Valve
6 Governor 13 Double Check Valve 20 Moisture Ejector Valve
7 Emergency Parking 14 Tractor Protection Valve 21 Drain Valve
"Push-Pull" Valve 15 Trailer Brake Service Line 22 Safety Valve t-3469

Figure 1—Schematic D iagram o f Typical A ir Brake System

T he co m p lete a i r sy ste m should be checked In cold w e a th e r, p a r tic u la r atten tio n should be

fo r leak ag e a t r e g u la r in te rv a ls . B uild up a i r p r e s ­ given to d ra in in g of m o istu re fro m a i r sy ste m .
s u r e in s y s te m to g o v e rn o r c u t-o u t point, then w ith
engine sto p p ed and b ra k e s re le a s e d , o b se rv e r a te PREVENTIVE MAINTENANCE
of a i r p r e s s u r e d rop r e g is te r e d by th e dash a ir CHART
p r e s s u r e gauge. T he r a te of drop should not ex­
THE PREVENTIVE MAINTENANCE
c e e d two pounds p e r m in u te.
CHART ON THE O PPO SITE PAGE IS
W ith engine sto p p ed am d b ra k e s fully applied,
PROVIDED TO MAKE SUGGESTED R EC ­
o b s e rv e r a te of a i r p r e s s u r e drop r e g is te r e d by
OMMENDATIONS RELATIVE TOSCHED­
th e d ash gauge. R ate of drop should not exceed
ULED MAINTENANCE O F AIR BRAKE
th r e e pounds p e r m inute.
SYSTEM COMPONENTS. PR O PE R MAIN­
If leak ag e is e x c e s s iv e , leak ag e te s t should be
TENANCE W ILL H E L P TO REDUCE
m ade a t a i r lin e conn ectio n s and a t a ll a i r b ra k e
PREM ATURE FAILURE AND PROMOTE
c o n tro l u n its a s d ire c te d u n d e r individual headings
SA FETY.
l a t e r in th is se c tio n .

CHEVROLET <0-60 TRUCK SERVICE MANUAL

Sec. 5B-44

AIR BRAKES

PREVENTIVE MAINTENANCE CHART

The vehicles covered by this Maintenance Manual are used in different types of operation. With these conditions, it is impossible to establish the
maintenance intervals (either tim e or mileage). Therefore, any such intervals given in the following Maintenance Chart must be related to the type of
operation in which a particular vehicle is used. Intervals given are manufacturer’s recommendations and should be considered as maximum periods.
Maintenance operations at shorter intervals are preferable to longer intervals.
Whenever any assembly is removed and disassembled for maintenance it is advisable to replace all grommets, gaskets, O-rings etc., and any
other parts which show wear or deterioration.

ITEM INTERVAL (1) MAINTENANCE OPERATION

Check Valves 6 Mos.—50,000 M ile s-1 8 0 0 Hrs. Remove, disassemble, clean, inspect
A ir Tank Check Valve 6 Mos.—50,000 M ile s-1 8 0 0 Hrs. Remove, disassemble, clean, inspect
Low Air Pressure Switch 300 Hrs.—8,000 Miles Check Electrical Connections
3.600 Hrs.— 100,000 M ile s -1 Year Remove, disassemble, clean, inspect
Safety Valve Annually Remove, disassemble, clean, inspect
A ir Lines 5.000 Miles Test for leaks; tighten as necessary
Moisture Ejector Valve 1800 Hrs.—50,000 M ile s -6 Mos. Remove, disassemble, clean, inspect
Alcohol Evaporator 10.000 M ile s -2 Months Remove and clean strainer
50.000 M iles— 1 Year Remove, disassemble, clean, inspect
Brake Shoe Assemblies (2 ) Check lining thickness or less, reline)
Slack Adjuster 3.000 Miles Lubricate at chassis lubrication
Std. Brake Chamber 3.600 Hrs.— 100,000 M ile s -1 Year Remove, disassemble, clean, inspect
Anchorlok Brake Chamber
Stopmaster Brake Chamber
2 Months—25,000 Miles Check operation and air lines
“ Fail-Safe” Brake Chamber
Annually— 100,000 Miles or at Brake Reline Remove, disassemble, clean, inspect
"Super Fail-Safe” Brake
Chamber
Application Valve 300 Hrs.—8,000 Miles—30 Days Lubricate treadle pin and roller pin
3.600 H r s .- 100,000 M ile s - 1 Year Remove, disassemble, clean, inspect
Relay Valve 3.600 Hrs.— 100,000 M ile s -1 Year Remove, disassemble, clean, inspect
Push-Pull Valve 3.600 Hrs.— 100,000 M ile s -1 Year Remove, disassemble, clean, inspect
Lim iting-Quick Release Valve Annually Remove, disassemble, clean, inspect
Pressure Protection Valve 6 Months—50,000 Miles Remove, disassemble, clean, inspect
Trailer Brake Hand 1500 Hrs.—50,000 Miles Check operation— lubricate cam and follower
Control Valve
3000 Hrs.-100,000 M ile s -1 Year Remove, disassemble, clean, inspect
Tractor Protection Valve Annually Remove, disassemble, clean, inspect
Double Check Valve and M o n th ly - 10,000 miles Check electrical connections and operation
Stop Light Switch
Annually—50,000 Miles Remove, disassemble, clean, inspect
Trailer Emergency Stop 900 Hrs.-2 5 ,0 0 0 Miles Check electrical connections and operation
Light Switch
Annually—50,000 Miles Remove, disassemble, clean, inspect
A ir Compressor (2) Clean carbon from valves and discharge line. Check
mounting bolts and tighten. Check lines for leaks.
Governor 500 Hrs.— 15,000 Miles Clean or replace filters
3000 Hrs.— 100,000 Miles Remove, disassemble, clean, inspect, re-set

(1) Where more than one interval is given, operation to be performed at time of whichever occurs first.
(2) Determined by severity of service.

CHEVROLET 40-60 TRUCK SERVICE MANUAL


BRAKE ADJUSTMENTS
B ra k e a d ju stm e n ts to co m p en sate fo r n o rm a l
lin in g w e a r a r e m ade a t s la c k a d ju s te r a t each
w heel. A d ju stm en t m u st be m ade b e fo re th e b ra k e
c h a m b e r p u sh ro d tr a v e l re a c h e s th e m axim um
w orking s tro k e lis te d in "S p ec ific a tio n s” a t end
of th is se c tio n .
On S-50 and co nventional 60 S e rie s m o d els,
an ad ju sta b le pu sh ro d is u s e d betw een the b ra k e
p e d a l and th e b ra k e a p p licatio n v alv e. On tilt cab
m o d e ls, an a d ju sta b le sto p s c re w is p ro v id ed to
c o n tro l th e p ed al p u sh ro d to ap p licatio n valve
re la tio n s h ip . T h ese a d ju stm e n ts a r e not n o rm a lly
r e q u ire d ex cep t w hen the ap p lic a tio n v alv e, ped al,
o r p u sh ro d have b een re m o v e d and re in s ta lle d .
PUSH ROD ADJUSTMENT
(CONV. AND "S" MODELS) (F ig s. 2 and 3)
P u s h ro d a d ju stm e n t c o n tro ls th e ex h aust
opening betw een th e hollow end of th e app licatio n
valv e p isto n and th e ex h au st v alve, and the pedal
tr a v e l b e fo re b ra k e a p p lic a tio n b eg in s. If pu sh
ro d is too long, it w ill p re v e n t the p isto n fro m
leav in g th e ex h au st v alve and b ra k e s w ill not r e ­
le a s e , o r if it does not open f a r enough it can r e ­
s u lt in slow b ra k e r e le a s e . If p u sh ro d is too s h o rt,
e x c e ss iv e p ed al tr a v e l w ill be re q u ire d to s t a r t
b ra k e a p p lic a tio n , and full b ra k e ap p licatio n m ay
not be obtain ed . W ith p u sh ro d in s ta lle d , ad ju st
a s follow s:
Sec. 5B-45
AIR BRAKES
Figure 3 —Brake Pedal and Linkage (“ S ” M odels)
1. L oosen lock nut on pu sh ro d .
2. A djust pu sh ro d to obtain 1 /8 ” fr e e play of
b ra k e ped al a t p ed al pad b e fo re pu sh ro d c o n tac ts
a i r valve p isto n .
3. H old p u sh ro d w hile firm ly tig h ten in g lock
nut.
4. C heck b ra k e o p e ra tio n fo r full ap p licatio n
and r e le a s e .
PED A L STOP SCREW ADJUSTMENT
(T IL T CAB MODELS) (F ig . 4)
P e d a l stop s c re w a d ju stm e n t c o n tro ls the ex ­
h a u st opening betw een the hollow end of th e ap p li­
catio n valve p isto n and the exhaust v alv e. It a lso
co n tro ls th e ped al tr a v e l b e fo re b ra k e ap p lic atio n
b e g in s. If stop s c re w is tu rn e d down too fa r , it w ill
p re v e n t th e p isto n fro m leaving the exhaust valve
and b ra k e s w ill not r e le a s e . If it does not open f a r
enough it can r e s u lt in slow b ra k e r e le a s e . If stop
s c re w is not tu rn e d down fa r enough, e x c e ssiv e
p ed al tr a v e l w ill be r e q u ire d to s ta r t th e b ra k e a p ­
p lic a tio n , and full ap p lic atio n m ay not be obtained.
A djust stop s c re w a s follow s:
1. L oosen lo ck nut on p ed al stop sc re w .
2. B ack stop sc re w out u n til th e r e is fre e play
betw een the push ro d and th e ap p lica tio n valve
p isto n cup.
3. T u rn stop s c re w down u n til a ll fr e e play is
re m o v e d , then back s c re w out % tu rn and lock.
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 5B-46

AIR BRAKES

1I
___ L_____

Figure 5 —Typical A ir Brake A djustm ent

fu ll length of the le v e r is u tiliz e d d uring b ra k e a p ­

p lic a tio n . M inor a d ju stm en t to co m p en sate fo r
n o rm a l lining w e a r should be confined to the sla c k
a d ju s te r s .
P u sh ro d tra v e l should be m ain tain ed a s s h o rt
1 Push Rod to Pedal Pin a s p o ssib le w ithout b ra k e s dragging ( r e fe r to fig.
2 Push Rod 5). P u sh ro d tr a v e l should be checked a fte r e v ery
3 A pplication Valve
4 Valve and Pedal Support
B racket 7 L ock Nut
5 A pplication Valve Piston 8 Pedal to B racket
Cup Pin
6 Pedal Stop S crew 9 Pedal T1563

Figure 4 —Brake Pedal an d Linkage (Tilt Cab M odelsI

PUSH LOCK SLEEVE IN TO
DISENGAGE HEAD OF WORM
4. Hold stop s c re w w hile tightening lo ck nut. SHAFT TO MAKE ADJUSTMENT

5. C heck b ra k e o p e ra tio n fo r fu ll ap p licatio n

and r e le a s e .

BRAKE LINING WEAR ADJUSTMENT

(R efe r to F ig . 5)
NOTE: On v e h ic le s equipped w ith "S to p m a s te r"
b ra k e s , b ra k e shoe a d ju stm e n t is c o v e re d u n d e r
"S to p m a s te r B ra k e s " n e a r end of th is se c tio n .
Slack a d ju s te rs function a s a d ju sta b le le v e rs
and p ro v id e a quick and e a sy m ethod of a d ju stin g
th e b ra k e s to co m p e n sa te fo r n o rm a l lin in g w e a r.
LOCK SLEEVE MUST COME OUT
P o sitiv e -lo c k in g ty p e s la c k a d ju s te rs a r e u s e d on AND ENGAGE HEAD OF WORM
SHAFT TO LOCK ADJUSTMENT
a ll v e h ic le s . In te rn a l c o n stru c tio n of a ll s la c k a d ­
ju s te r s is a s shown in fig u re 6; h ow ever, le v e r
a r m (body) m ay be o ffse t to s u it in sta lla tio n r e ­ L ock S leeve W o rm
q u ire m e n ts . R e fe r to "A ir B ra k e S p e c ific a tio n s" S pring W orm Shaft
a t end of th is se c tio n to d e te rm in e s la c k a d ju s te r Dowel G ear
type u se d . L ever C o v e r P late
T he m ost efficien t b ra k e ac tio n w ith "S" cam R u b b er Plug T-2325
b r a k e s , w ill be obtained w hen th e a r m tr a v e l of th e
sla c k a d ju s te r is held to a m inim um so th a t th e Figure 6 —Slack A djuster

CHEVROLET 40-60 TRUCK SERVICE MANUAL


1 Adjusting W orm Shaft 7 Brake Cham ber
2 L ubrication Hole Plug 8 Air Brake Hose
3 Clevis Pin 9 F ront Axle
4 Slack A djuster 10 Brake Cam shaft
5 Adjusting Clevis 11 Snap Ring
6 Mounting Bracket
Figure 7—Brake Cham ber and Slack
A dju ster Installed (Front)
2,000 m ile s of o p e ra tio n to d e te rm in e w h eth er a d ­
ju stm e n t is n e c e s s a r y . B ra k e lin in g s should be r e ­
p la c e d b e fo re w e a r ex p o ses riv e t heads and c a u se s
d ru m dam age.
1. W ith w heel jack ed up, tu rn sla c k a d ju s te r
w o rm sh aft u n til b ra k e d ra g s , then b ack off u n til
w heel tu rn s fre e ly .
NOTE: L ock s le e v e m u st be p u sh ed in b efo re
w o rm sh a ft can be tu rn e d (fig. 6). M ake s u re sle e v e
is p u sh e d in f a r enough to c le a r hex end of w orm
sh a ft b e fo re tu rn in g sh a ft.
2. B e s u r e w heel tu rn s fre e ly w ith b ra k e s
fu lly r e le a s e d . A fte r co m p letin g a d ju stm e n t, m ake
s u r e lo ck sle e v e co m es out and engages hex end
of w o rm sh aft (fig. 6). P r y sle e v e out w ith s c r e w ­
d r iv e r if n e c e s s a ry . C oat lo ck sle e v e and end of
w o rm sh a ft w ith w heel b e a rin g g re a s e to keep out
d ir t and m o is tu re to a s s u r e f r e e m ovem ent of
s le e v e a t next a d ju stm e n t.
SLACK ADJUSTERS
SLACK ADJUSTER OPERATING TEST
Apply b ra k e s and m ake s u r e a ll s la c k a d ju s t­
e r s ro ta te fre e ly and w ithout binding. R e le a se
b ra k e s and m ake s u r e a ll sla c k a d ju s te rs r e tu rn
to r e le a s e d p o sitio n fre e ly w ithout binding.
W ith b ra k e s r e le a s e d , m ake s u r e th e angle
Sec. 5B-47
AIR BRAKES
1 Air Brake Hose 6 Snap Ring
2 Brake Chamber 7 Brake Camshaft
3 Mounting Bracket 8 Lubrication Hole Plug
4 Slack A djuster 9 Clevis pin
5 R ear Axle 10 Adjusting Clevis t-2,96
Figure 8 —Brake Cham ber and Slack
A dju ster Installed (Rear)
fo rm e d by s la c k a d ju s te r a r m and b ra k e c h a m b er
p u sh ro d is g r e a te r than 90 d e g re e s. A ll s la c k
a d ju s te r s should be s e t a t the sa m e angle. W ith
b ra k e s applied, m ake s u r e the angle fo rm e d by the
sla c k a d ju s te r a r m and b ra k e c h am b er p u sh ro d is
s till slig h tly g r e a te r than 90 d e g re e s and th a t a ll
a r e a t the sa m e an g le. If angle is le s s than 90 d e ­
g re e s w ith b ra k e s applied, sla c k a d ju s te r is going
"o v e r c e n te r." A djust b ra k e s a s p re v io u sly d e s­
c rib e d u n d e r "B ra k e A d ju stm e n ts."
SLACK ADJUSTER R EPLA CEM EN T
(R efer to F ig s. 7 and 8)
R em oval
1. R em ove c le v is pin a ttach in g b ra k e c h a m b er
p u sh ro d yoke to s la c k a d ju s te r.
2. R em ove lo c k rin g o r c o tte r p in and s p a c e r
s e c u rin g s la c k a d ju s te r on c a m sh a ft. Slide s la c k
a d ju s te r off end of sh aft.
In sta lla tio n
1. If a new s la c k a d ju s te r is being in sta lle d ,
m ake s u re it is th e sa m e s iz e and type a s th a t r e ­
m oved. M ake s u r e sp acin g w a sh e r is in p la c e on
c a m sh a ft. Slide s la c k a d ju s te r onto c am sh a ft and
a tta c h w ith s p a c e r and lock rin g o r c o tte r p in .
2. C onnect b ra k e c h a m b er p u sh ro d yoke to
s la c k a d ju s te r w ith c le v is p in and c o tte r p in . R e fe r
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 5B-48
AIR BRAKES
to "B ra k e C h am b er In s ta lla tio n " fo r a d ju stm e n t of
b ra k e c h a m b e r p u sh ro d .
3. A djust b ra k e s a s d ire c te d u n d e r "B rak e age is evident, re p la c e the diap h rag m .
A d ju stm e n ts."
BRAKE CHAMBERS (STANDARD)
All s e r v ic e in fo rm a tio n in th e follow ing p a r a ­
g ra p h r e f e r s only to sta n d a rd c h a m b e rs. S tan d ard
c h a m b e rs a r e u s e d on fro n t b ra k e s on a ll m odels
co v e re d by th is m an u al. D ependent upon r e a r axle
m odel u se d o r o p tio n al equipm ent o rd e re d the
c h a m b e rs a t r e a r b ra k e s m ay be s ta n d a rd , Stop-
m a s te r , " F a il-S a fe ," "S u p er F a il-S a fe " o r A n ch o r-
lok. The d iffe re n t type c h a m b e rs a r e c o v e re d e ls e ­
w h ere in th e m anual u n d e r a p p ro p ria te head in g s.
An a i r b ra k e c h a m b e r is u se d a t each w heel
to co n v e rt th e en erg y of c o m p re s s e d a i r into the
m ech an ical fo rc e and m otion re q u ire d to apply the
b ra k e s . The yoke on th e b ra k e c h a m b e r pu sh ro d
co n nects to a s la c k a d ju s te r w hich is m ounted on
the b ra k e c a m sh a ft. P u sh ro d opening and fo u r
equally sp a c e d h o les n e a r clam ping flange in non­
p r e s s u r e p la te p ro v id e fo r b re a th in g and d ra in a g e .
F o r illu s tra tio n of b ra k e c h a m b e rs in s ta lle d s e e
fig u re 7 (at fro n t axle) and fig u re 8 (at r e a r a x le ).
B ra k e c h a m b e rs have two d iffe re n t type clam p
rin g s; (1) a tw o -p ie c e rin g w ith two b o lts and (2)
a o n e -p ie c e clam p rin g w ith two b o lts a t the clam p
rin g join t.
BRAKE CHAMBER OPERATION
As a i r p r e s s u r e e n te rs th e b ra k e c h a m b er
behind th e d ia p h ra g m , the d iap h rag m fo rc e s pu sh
ro d outw ard, th u s applying fo rc e to the sla c k a d ­
ju s te r w hich ro ta te s b ra k e c a m sh a ft, applying
b ra k e s . When a i r p r e s s u r e is r e le a s e d fro m the
b ra k e c h a m b e r, th e b ra k e shoe r e tu rn s p rin g s and
th e pu sh ro d s p rin g re tu r n b ra k e sh o e s, c a m sh a ft,
sla c k a d ju s te r, p u sh ro d , and d iap h rag m to r e ­
le a s e d p o sitio n .
BRAKE CHAMBER
SERVICEABILITY TESTS
1. O p eratin g T e s t
Apply b ra k e s and s e e th at th e b ra k e ch am b er
p u sh ro d s m ove out p ro m p tly w ithout binding. R e ­
le a s e b ra k e s and s e e th a t they r e tu r n to r e le a s e d
p o sitio n w ithout binding.
2. L eak ag e T e s t
a. W hile full b ra k e p r e s s u r e is being d e liv e r­
ed apply soap su d s to clam p rin g holding th e d ia ­
p h ra g m in p la c e betw een the p r e s s u r e p la te and
n o n -p r e s s u r e p la te . No le a k a g e is p e r m is s ib le . If
leak ag e is evident, tig h te n clam p rin g b o lts.
b. W ith the b ra k e s fully applied , ch eck fo r
lea k ag e th ro u g h th e d ia p h ra g m by coating th e push
ro d hole and d ra in h oles in n o n -p re s s u re p la te
w ith soap su d s. No leak ag e is p e rm is s ib le . If le a k ­
BRAKE CHAMBER REPLA CEM EN T
1. R em oval
D isconnect the a i r lin e fro m b ra k e ch am b er.
D isco n n ect push ro d yoke fro m sla c k a d ju s te r.
R em ove nuts fro m b ra k e c h am b er m ounting stu d s,
then rem o v e b ra k e c h a m b er a sse m b ly .
2. In sta lla tio n
In sta ll th e b ra k e ch am b er on m ounting b ra c k e t
and s e c u re w ith stu d nuts and lo ck w a s h e rs . Con­
n ect p u sh ro d yoke to s la c k a d ju s te r. A djust the
b ra k e s a s p re v io u sly d ire c te d u n d er "B ra k e Ad­
ju s tm e n ts ." Apply b ra k e s and m ake s u re p u sh rod
is c o r r e c t length. Angle fo rm e d by pu sh ro d and
s la c k a d ju s te r should be g r e a te r than 90 d e g re e s
w ith b ra k e s re le a s e d , and w ith b ra k e s applied
a f te r being ad ju sted , th is angle should s till be
g r e a te r than 90 d e g re e s; in o th e r w o rd s, the sla c k
a d ju s te r should not go "o v er c e n te r ” d uring b ra k e
a p p lica tio n . If n e c e s s a ry , a d ju st yoke on pu sh ro d
to obtain th is condition. P u sh ro d m ust not extend
th ro u g h yoke f a r enough to in te rfe re w ith sla c k
a d ju s te r. T e s t b ra k e c h am b er a s d ire c te d u n der
"S e rv ic e a b ility T e s ts ."
MAINTENANCE
It is reco m m en d ed th a t a ll b ra k e c h a m b e rs be
rem o v ed , d isa sse m b le d , in sp ec ted and thoroughly
clean ed at the tim e th a t b ra k e s a r e re lin e d o r at
one y e a r p e rio d s , w hichever o c c u rs f i r s t (also d e­
pendent upon th e type of o p e ratio n and o p e ra to r
e x p e rie n c e ). Any p a r ts w orn, c ra c k e d , o r d e te r ­
io ra te d should be re p la c e d .
AIR TANKS
The num ber of a ir tanks u sed and th e ir m ount­
ing lo ca tio n s v ary fro m m odel to m odel. On tilt
cab m odels one tan k is m ounted c ro ssw a y s betw een
fra m e sid e r a i l s behind fro n t b u m p er and in fro n t
of f i r s t fra m e c ro s s m e m b e r. On conventional cab
m o d els the tan k s a r e m ounted along the o u tsid e of
th e le ft fra m e r a il, u n d e r the cab in the step a r e a .
On "cow l" m odels the a ir tank is m ounted on the
o u tsid e of the le ft-h a n d fra m e sid e r a il n e a r the
fro n t of the veh icle.
T he p u rp o se of the a i r tan k s is to p ro v id e a
p la c e to s to r e c o m p re sse d a ir so th e re w ill alw ays
be an am ple supply a v ailab le fo r im m ed ia te o p e r­
atio n of the b ra k e s . T anks p ro v id e sto ra g e fo r
su fficie n t c o m p re sse d a ir fo r s e v e r a l b ra k e a p ­
p lic a tio n s w ith engine stopped.
A nother p u rp o se of the a ir ta n k s is to p ro vide
a p la c e w h ere the a ir , heated d u ring c o m p re ssio n ,
CHEVROLET 40-60 TRUCK SERVICE MANUAL

can cool and th e w a te r v a p o r can co ndense. M ost
of th is condensation ta k e s p la c e in th e "w et" tank;
th is is th e tank into w hich the c o m p re sse d a ir is
f i r s t d isc h a rg e d fro m th e c o m p re s s o r. C ondens­
atio n should be d ra in e d fro m a ll a ir tan k s daily.
To d ra in tan k s p ro p e rly , le a v e d ra in cocks open
u n til a ll a i r e s c a p e s and d rain in g sto p s. D aily
d ra in in g is not n e c e s s a ry on th o se m odels w hich
have th e optional m o istu re e je c to r v alv e.
A ll p r e s s u r e fo r o p e ra tio n of th e b ra k e s and
a i r c o m p re s s o r g o v e rn o r is tak en fro m the dry
tan k . A one-w ay check v alve a t in le t to seco n d tank
p re v e n ts lo s s of a ir p r e s s u r e fro m th e second tank
in th e event of leak ag e in th e f i r s t tan k o r a i r co m ­
p r e s s o r d isc h a rg e lin e .
A ir tan k U -b o lts and su p p o rt b ra c k e ts to fra m e
b o lts should be chocked fo r lo o se n e ss a t re g u la r
in te rv a ls and tig h ten ed if n e c e s s a ry . A ir tan k may
be clean ed in sid e u sin g s te a m o r hot w a te r. If c o r ­
ro s io n o r o th e r dam age h as w eakened th e tank, it
m u st be re p la c e d .
AIR PRESSURE CHECK VALVE
T h e re a r e s e v e r a l d iffe re n t k inds of check
v a lv e s u se d on v e h ic le s c o v e re d by th is m anual.
C heck valve p re v e n ts lo s s of a i r p r e s s u r e
f ro m seco n d a i r tan k in th e event of leak ag e in the
f i r s t tan k o r in th e a i r c o m p re s s o r d is c h a rg e lin e .
A rro w on valve body in d ic a te s d ire c tio n of a ir
flow th ro u g h valve.
The ru b b e r v alve s e a t should be re p la c e d if
th e r e is any ev idence of d e te rio ra tio n o r hardening.
V alve s p rin g should be re p la c e d if w eakened by
r u s t o r c o rro s io n . V alve d isc should be p e rfe c tly
Sec. 5B-49
AIR BRAKES
sm o o th and fr e e of r u s t o r c o rro sio n . When in ­
sta llin g check valv e, m ake s u re it is in s ta lle d to
p e r m it a ir flow fro m f i r s t tank into seco n d tank as
in d ic a te d by th e a rro w on valve body.
A nother type check valve, w hich is an in te g ra l
p a r t of the divided a ir tank a sse m b ly , is to be
s e rv ic e d and re p a ire d a s d eta ile d in the follow ing
p ro c e d u re s ( r e fe r to fig. 9). T h is valve is b u ilt
into th e tan k a t th e point w h ere the "w et” tan k p o r ­
tio n is divided fro m the "d ry " tan k p o rtio n (re fe r
to fig. 10).
DIVIDED TANK CHECK VALVE SERVICE
(R e fe r to F ig. 9)
1. D rain a i r fro m a ll r e s e r v o ir s .
2. R em ove cap nut c a re fu lly . Nut c o m p re s s e s
both valve sp rin g and valve s e a t sp rin g and p a r ts
w ill "fly off" if not re m o v ed c a re fu lly .
3. R em ove s p rin g s , valve, and v alve s e a t.
4. In sp e ct a ll p a r ts fo r c rack in g , d e te r io r ­
ation, o r sw ollen condition. D isc a rd any bad p a r ts .
5. C lean valve s e a t a r e a .
6. R e a sse m b le , using new p a r ts a s n e c e s s a ry .
In s ta ll s e a t a n d O -rin g asse m b ly , valve, and sp rin g s.
7. C o m p re ss sp rin g s by pushing down on cap
nut and th re a d cap nut into tank. T ighten cap nut.
8. B uild up a i r p r e s s u r e in s y s te m and d e te r ­
m ine e ffe c tiv en e ss of check valve by opening d ra in
cock on "w et" p o rtio n of tank and note p r e s s u r e
re te n tio n in " d ry " p o rtio n of tank.
SAFETY VALVE
A safety valve is in sta lle d in a i r tan k to e lim ­
in a te the p o ssib ility of a i r p r e s s u r e building up in
th e s y s te m beyond a safe m axim um in th e event
of fa ilu re of th e a i r c o m p re s s o r g o v ern o r.
OPERATION
When p r e s s u r e in th e a i r tank is b u ilt up to
exceed 145 to 155 p s i, a i r p r e s s u r e fo rc e s b all
valve off s e a t, p e rm ittin g a i r to esc a p e through
exhaust p o rt to a tm o sp h e re . A fter p r e s s u r e bleed s
down, sp rin g fo rc e s b a ll back onto th e s e a t.
MAINTENANCE
C heck safe ty valve p e rio d ic a lly fo r leak ag e,
Figure 10—D ivided A ir Tank
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 5B-50
AIR BRAKES
usin g soap su d s a t ex h au st p o rt, w ith 90 pounds
p r e s s u r e in tank. L eak ag e should not exceed a 3-
inch bubble in 3 se c o n d s. O nce a y e a r, sa fe ty valve
should be d is a s s e m b le d , clean ed w ith k e ro se n e ,
and r e s e t to blow off a t 145 to 155 p s i.
ADJUSTMENT (F ig. 11)
1. L oosen lo ck nut.
2. A djust p r e s s u r e by tu rn in g ad ju stin g sc re w .
T u rn clock w ise to in c r e a s e p r e s s u r e o r c o u n te r­
clockw ise to d e c re a s e p r e s s u r e .
3. T ighten lo ck nut.
PRESSURE PROTECTION VALVE
The p r e s s u r e p ro te c tio n v alve is u se d on so m e
m o d els. It is m ounted in a d e liv e ry p o rt of th e a p ­
p lic a tio n valve. On so m e s e r ie s tru c k s it m ay be
u se d w ith o p tional equipm ent (a ir sh ift, d iffe re n tia l
lock, e tc .). In th e o p tional ap p licatio n , it is lo c a te d
in the outlet a i r lin e of a i r ta n k betw een a i r tank
and optional equipm ent.
The function of th e valve is to c lo se the a i r
lin e s to h o rn s, w ip e rs , tr a n s m is s io n sh ift, d iffe r­
e n tia l lock, e tc ., when th e p r e s s u r e in th e m ain a ir
s y ste m fa lls below 65 p s i (- 5 lb s .). T hus, in th e
event of p r e s s u r e lo s s to 65 p s i, th e re s till w ill be
su fficien t p r e s s u r e le ft to apply s e r v ic e o r e m e r ­
gency b ra k e s and stop th e v eh icle.
R EPLA C EM EN T
R em oval
1. B lock v eh icle w h eels.
2. E xhaust a i r p r e s s u r e fro m s y s te m .
3. D isco n n ect a i r lin e s to v alv e.
4. R em ove valve fro m p o rt of ap p licatio n
valve (o r a i r tan k lin e ).
In sta lla tio n
1. In s ta ll valve in d e liv e ry p o r t of ap p licatio n
valve (o r a i r tan k lin e).
2. C onnect a i r lin e s to v alve.
3. B uild up a i r p r e s s u r e in s y s te m and check
fo r le a k s.
4. D ra in a i r p r e s s u r e in sy s te m below 65 p s i
and check to d e te rm in e if v alv e has sh u t off supply
to a p p lic a b le u n its.
QUICK RELEASE VALVE
Q uick r e le a s e valve is u s e d a s sta n d a rd equip­
m ent a t both th e fro n t and r e a r b ra k e s on so m e
m o d els, and a t fro n t b ra k e s only on o th e r m o d els.
T he p u rp o se of th e quick r e le a s e valve is to r e ­
duce the tim e re q u ire d to r e le a s e th e b ra k e s by
h a sten in g th e exhaust of a i r p r e s s u r e fro m th e
b ra k e c h a m b e rs. The valve c o n s is ts of a body
co v e r and d iaphragm so a r ra n g e d a s to perrrit a ir
p r e s s u r e to flow through th e valve in one d ire c tio n .
W hen ap p licatio n p r e s s u r e is red u ced , the a ir
p r e s s u r e w hich h as p a s s e d through the valve is
p e rm itte d to esca p e th ro u g h th e ex h aust p o rt.
SERVICEABILITY TESTS
1. O p e ra tin g T e st
Apply b ra k e s and o b se rv e th a t when b ra k e s
a r e r e le a s e d , a ir p r e s s u r e is ex h au sted fre e ly
th ro u g h the exhaust p o rt of the valve. B e s u r e the
ex haust p o rt is not r e s tr ic te d in any way.
2. L eakage T e st
W ith b ra k e s applied, coat th e exhaust p o rt w ith
soap suds to check le ak a g e. L eakage is cau sed
e ith e r by d ir t on exhaust s e a t, by a w orn d iaphragm ,
o r by a dam aged exhaust s e a t on valve co v e r.
QUICK RELEASE VALVE R EPLA CEM EN T
R em oval
D isconnect a ir lin e s fro m valve. R em ove two
b o lts attaching valve to c ro s s m e m b e r o r axle
b ra c k e t and rem o v e valve asse m b ly .
In sta lla tio n
Mount valve on c ro s s m e m b e r o r axle b ra c k e t
and tig h ten m ounting b o lts firm ly . C onnect a ir
lin e s to valve, re f e r r in g to "A ir L in e s" sec tio n
fo r to rq u e sp e c ific a tio n s fo r a ir lin e fittin g s .B u ild
up a ir p r e s s u r e in s y s te m , then te s t valve a s d i­
r e c te d u n d er "S erv ice ab ility T e s ts ."
MOISTURE EJECTOR VALVE
DESCRIPTION AND OPERATION
The m o istu re e je c to r valve is m ounted on a
b ra c k e t a tta ch ed to th e cab step su p p o rt c lo se to
th e w et a ir tank. M o istu re is eje c te d each tim e the
b ra k e s a r e re le a s e d . A ir p r e s s u r e lif ts a c tu a to r
w hich lifts p lu n g er, m oving in le t valve off s e a t.
1 Body 6 Adjusting Screw
2 Ball Seat 7 Stem
3 Ball Valve 8 Lock Nut
4 Exhaust Port 9 Spring Cage
5 Spring
Figure 11 —Safety V alve
CHEVROLET 40-60 TRUCK SERVICE MANUAL

AIR TANK FRAME SIDE RAIL
MOISTURE
EJECTOR VALVE
CAB STEP
SUPPORT
LINE TO
WHEELS
DRAIN EXHAUST
VALVE PORT Jf-2320
Figure 12—M oisture Ejector V alve Installed (Typical)
T h is p e r m its flow of a ir fro m w et tan k into colum n
se c tio n of v alv e. When b ra k e s a r e r e le a s e d , a ir
p r e s s u r e sn a p s a c tu a to r back in p la c e , allow ing
a i r and m o is tu re in colum n to esc a p e p a s t p lu n g er
s e a t thro u g h ex h au st p o rt of lo w e r body to a tm o s ­
BRAKE APPLICATION VALVES
GENERAL
T he b ra k e ap p licatio n v alv es u se d on m odels
c o v e re d by th is m anual a ll o p e ra te on the sam e
b a s ic p rin c ip le . The p h y sic a l sh ape of th e valves
and th e m ethods of m ounting d iffer ac co rd in g to
m odel.
R e fe r to page 5B-37 fo r in fo rm a tio n on
"M o d u latin g E m e rg e n c y A pplication V alve/ *
T IL T CAB MODELS
The a p p licatio n v alv e is m ounted on a su p p o rt
b ra c k e t in an in v e rte d p o sitio n in sid e th e cab. The
ac tu a tin g p u sh ro d fro m th e b ra k e p ed al extends
up th ro u g h th e b ra c k e t into th e valve p isto n cup
a s shown in fig u re 4.
A b r e a th e r tube is in s ta lle d in the exhaust
opening in p la c e of f ilte r s c r e e n s and a hose con­
nected to th e tube c a r r i e s th e ex h au st a ir down
below th e cab flo o r.
CONVENTIONAL AND "COW L" MODELS
On th e s e m o d e ls, b ra k e ap p licatio n valve is
m ounted in a h o riz o n ta l p o sitio n on engine sid e of
d a sh . V alve a sse m b ly is a tta c h e d to a m ounting
b ra c k e t w hich is b o lted to th e d ash p an el.
B ra k e p e d a l is m ounted in sid e th e cab, w ith
th e actu atin g p u sh ro d extending th ro u gh the dash
p a n e l into th e valve p isto n cup a s shown in fig u re s
2 and 3.
Sec. 5B-51
AIR BRAKES
p h e re . Spring then r e tu r n s in let se a t and plu n g er
s e a t to "O F F " p o sitio n . T h is action ta k e s p la c e
each tim e b ra k e s a r e ap p lied and re le a s e d , th e r e ­
by o p e ra tin g a continuous p r o c e s s of m o istu re
e je ctio n fro m b ra k e a i r sy ste m .
T he m o istu re e je c to r valve is NOT sta n d a rd
equipm ent. It is o ffered a s optional equipm ent only
on a ll m odels w ith a ir b ra k e s .
REPLA C EM EN T (R efer to F ig. 12)
R em oval
1. E xhaust a ir fro m sy ste m .
2. D isconnect a ir lin e s a t valve.
3. R em ove b o lts w hich fa ste n valve to b ra c k e t
on cab step su p p o rt and rem o v e valve.
In sta lla tio n
1. P o sitio n valve on b ra c k e t on cab step su p ­
p o rt and s e c u re w ith attach in g b o lts.
2. C onnect a i r lin e s at valve.
3. B uild up a i r p r e s s u r e in sy ste m . Check
o p e ra tio n of valve w hile applying and re le a s in g
b ra k e s . C heck fo r le a k s.
APPLICATION VALVE
REPLACEMENT
T IL T CAB MODELS
R em oval
1. To rem o v e ped al only, rem o v e c o tte r pin
and d riv e out p e d a l to b ra c k e t p in.
2. To rem o v e p ed al, valve and b ra c k e t a s an
asse m b ly o r valve only, block v ehicle w hedls o r
hold by so m e m eans o th e r than a ir b ra k e s .
3. D rain a ir p r e s s u r e fro m b ra k e sy ste m .
4. D isconnect a i r lin e s fro m valve.
5. D isco n n ect exhaust hose fro m valve ex ­
h a u st p o rt.
6. R em ove b o lts w hich attac h su p p o rt b ra c k e t
to cab and re m o v e com plete a sse m b ly o r:
7. If valve only is to be rem oved, rem o v e b o lts
w hich a tta c h valve to su p p o rt b ra c k e t and re m o v e
valve.
In sta lla tio n
1. To in s ta ll valve only, p la c e valve in p o s i­
tio n on su p p o rt b ra c k e t and a tta c h w ith b o lts o r:
2. To in s ta ll p ed al, valve and su p p o rt b ra c k e t
a s an a sse m b ly , p o sitio n cab and a tta c h a s s e m ­
bly to cab w ith b o lts.
3. Connect exhaust ho se to valve exhaust p o rt.
4. C onnect a ir lin e s to valve.
5. S ta rt engine and build up a i r p r e s s u r e in
b ra k e sy ste m .
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 5B-52
AIR BRAKES
6. C heck fo r le a k s .
7. T e s t o p e ra tio n of b r a k e s .
NOTE: V ario u s ite m s of s p e c ia l o r optional
equipm ent a r e often a ss e m b le d in o u tle t p o r ts of
th e valve, such a s low a i r p r e s s u r e sw itch , double
ch eck valve, sto p lig h t sw itch , e tc . T h e se ite m s
m ay be re m o v e d s e p a r a te ly fro m th e valve by d is ­
connecting p r o p e r a i r lin e s , w ithout th e n e c e s s ity
of rem o v in g th e v alv e fro m th e v e h ic le . They m ay
a ls o be tak en out WITH th e valve a s an a sse m b ly ,
if d e s ire d .
CONVENTIONAL AND "COWL"MODELS
(R efer to F ig . 13)
R em oval
1. To re m o v e p e d a l only, re m o v e bo lt a tta c h ­
ing sle e v e to su p p o rt b ra c k e t. D isco n n ect p u sh ro d
fro m b ra k e p ed al a r m . R em ove sle e v e fro m b ra c k e t
and rem o v e b ra k e p e d a l. R e fe r to fig u re s 2 and 3.
2. To re m o v e v alve only, block veh icle w h eels
o r hold by so m e m ean s o th e r th an a ir b ra k e s .
3. D ra in a i r p r e s s u r e fro m b ra k e s y s te m .
4. D isco n n ect a i r lin e s fro m valve.
5. R em ove th re e b o lts fro m valve and rem o v e
valve fro m m ounting b ra c k e t, o r re m o v e two b o lts
fro m m ounting b ra c k e t and re m o v e v alv e, b ra c k e t
and boot fro m f ir e w all a s an a sse m b ly .
In sta lla tio n
1. P la c e valve (o r valve, m ounting b ra c k e t
and boot) in p o sitio n and s e c u r e w ith b o lts .
2. C onnect a i r lin e s to v alve.
3. If b ra k e p ed al w as rem o v ed , p la c e in p o s i­
tio n in b ra c k e t and in s ta ll sle e v e . A ttach p u sh ro d
to p ed al a r m and a d ju st a s n e c e s s a ry .
4. S ta rt engine and b u ild up a i r p r e s s u r e in
b ra k e s y s te m .
5. C heck fo r le a k s .
6. T e s t o p e ra tio n of b ra k e s .
NOTE: V ario u s ite m s of sp e c ia l o r optional
equipm ent a r e often a s s e m b le d in o u tle t p o r ts of
th e valve, su ch a s low a i r p r e s s u r e sw itch, double
ch eck v alv e, stop lig h t sw itch , e tc . T h e se ite m s
m ay be re m o v e d s e p a ra te ly fro m th e valve by d is ­
connecting p ro p e r a i r lin e s , w ithout th e n e c e s s ity
of rem o v in g th e v alv e fro m th e v e h ic le . They may
a lso be tak en out WITH th e valve a s an a sse m b ly ,
if d e s ire d .
SERVICEABILITY TESTS
APPLICATION VALVE
OPERATION TESTS
C heck th e d e liv e ry p r e s s u r e of th e b ra k e valve
u sin g an a c c u ra te te s t gauge co n nected into one of
th e a i r lin e s leading to th e b ra k e c h a m b e rs. D e-
K DOUBLE CHECK V A L V E "
'""■TRAILER EMERGENCY
X; AND STOP LIGHT SWITCH
BRAKE STOP LIGHT SWITCH
f TRAILER BRAKE
CONTROL VALVE
APPLICATION
■ I VALVEJL^
J , EMERGENCY f
Ir [SHUT-OFF VALVE
Khpressure ^J J
PROTECTION VALVEl T-7945
Figure 1 3 —A p p lica tio n V a lv e In sta lle d (Typical)
p r e s s the pedal to s e v e ra l p o sitio n s betw een the
fully re le a s e d and fully a p p lied p o sitio n s and check
th e d e liv e re d p r e s s u r e on the te s t gauge to se e
th a t it v a rie s p ro p o rtio n a te ly w ith th e m ovem ent
of the p e d al. When th e p ed al is fully applied, the
re a d in g on the te s t gauge should be ap p ro x im ate ly
th a t of full r e s e r v o ir p r e s s u r e . The read in g on the
te s t gauge should fa ll off to z e ro when app licatio n
is re le a s e d . A lso, check p r e s s u r e s r e g is te r e d on
th e dash gauge. T h e se should a g re e w ith te s t gauge
re a d in g w ithin 5 pounds.
LEAKAGE TESTS
W ith th e valve fully re le a s e d , check th e ex­
h a u st p o rt o r end of ex h aust tube fo r leak ag e. No
le a k a g e is p e rm is s ib le . L eakage evidenced by th is
te s t is pro b ab ly c au sed by w orn o r d e te rio ra te d
in le t valve s e a l o r by binding o r c o rro s io n betw een
th e exhaust valve d isc and the valve cage, p re v e n t­
ing the in le t valve fro m fully clo sin g .
M ake and hold a high p r e s s u r e app licatio n .
C oat th e exhaust p o rt and the top of th e valve w ith
soap su d s. No leakage is p e rm is s ib le .
L eakage evidenced by th e s e te s ts m ay be due
to w orn o r d e te rio ra te d exhaust valve o r leaking
p isto n s e a ls .
PREVENTIVE MAINTENANCE
BRAKE PEDAL
No r e g u la r , p e rio d ic m ain ten an ce is re q u ire d .
A t th e tim e of each c h a s s is lu b ric a tio n it is w ell
to check ped al o p e ra tio n .
1. T ilt Cab M odels. If th e p ed al does not move
" f re e and e a sy ," lu b ric a te th e ped al to b ra c k e t pin
and th e p u sh ro d to ped al pin w ith engine o il. U se
oil sp a rin g ly . Do not d rip o il on pedal pad.
2. C onventional and Cowl M odels. L u b ric a te
CHEVROLET 40-60 TRUCK SERVICE MANUAL

nylon bu sh in g s on clu tch and b ra k e p ed al sh aft and
s le e v e sp a rin g ly w ith engine o il. A lso o il p u sh ro d
to p ed al b o lt. Do not d rip o il on p ed al p ad.
BRAKE A PPLICA TIO N VALVE
It is reco m m en d ed th a t e v ery 3600 h o u rs, o r
a f te r 100,000 m ile s , w h ich ev er o c c u rs f i r s t (and
AIR LINES
M etal tubing and fle x ib le hose a r e u s e d to
connect th e v a rio u s u n its in th e a i r b ra k e sy ste m .
S e rv ic e in s tru c tio n s fo r both ty p es follow:
M ETAL TUBING
M etal lin e s a r e of a n n ealed cop p er tubing w ith
th r e e - p ie c e c o m p re s s io n type fittin g s . F la re d type
fittin g s should n e v e r be u se d in a i r b ra k e s y s te m s .
C onnections sh o u ld b e te s te d a t le a s t e v ery 5,000
m ile s and tig h ten ed o r re p la c e d , if n e c e s s a ry .
W hen re p la c in g m e ta l tubing, tubing m u st be f re e
of b u r r s , co p p er c u ttin g s, and d ir t. Blow tubing out
w ith c o m p re s s e d a ir . Any of th e above m entioned
p a r tic le s w ill d e s tro y se a lin g s e a ts in a ir co n tro l
u n its . New tubing m u st be of th e sa m e s iz e a s the
o ld tubing.
A lw ays u s e a new s le e v e when re p la c in g tu b ­
ing. When tig h ten in g tube co n n ecto r n u ts, tighten
to to rq u e lis te d below to a s s u r e an a ir tig h t con­
n ectio n . O v ertig h ten in g w ill c a u se leak ag e. Apply
S .A .E . #10 lube o il to b a ll s le e v e s , tu b e s ,a n d m ale
th r e a d s , then to rq u e to m inim um value and check
fo r le a k s . If leak in g , b ack off tube nut a p p ro x im a te ­
ly % -turn and re to rq u e to h ig h e r th an m inim um
v alu e.
GASKET
FRICTION LOCK
G ASKETS
FRICTION LOCK TPM-3201
Figure 14—Trailer Hose Coupling
Sec. 5B-53
AIR BRAKES
a ls o dependent upon the type of o p e ra tio n and o p e r­
a to r exp erien ce) th a t the ap p licatio n valve be r e ­
m oved fro m th e veh icle, d isa sse m b le d and v a rio u s
com ponents in sp ecte d fo r w e a r o r d e te rio ra tio n .
In s ta ll new p a r ts w h ere they a r e found to be w orn
o r dam aged. T h is a p p lie s to a ll v alv e s on a ll of
th e m o d els.
Tubing Size T orque In ch-P ounds
1 /4 Inch 30 to 50
3 /8 Inch 30 to 50
1 /2 Inch 90 to 115
5 /8 Inch 100 to 125
FLEX IB LE HOSE
F lex ib le ho se is u se d a t each b ra k e c h am b e r,
betw een cab and fra m e , and at t r a i l e r connections
w h ere it is im p o ssib le to u se m etal tubing due to
c o n sta n t flexing during veh icle o p e ra tio n . H ose
connections should be te s te d a t le a s t ev e ry 5,000
m ile s and tig h ten ed o r re p la c e d if n e c e s s a ry . Any
ho se w hich is chafed, w orn, o r kinked should be
re p la c e d .
SERVICEABILITY TESTS
1. O p eratin g T e s t
If any tro u b le sy m p to m s, su ch a s slow b ra k e
ap p lica tio n o r r e le a s e , in d ic a te s a r e s t r ic te d o r
clogged a i r lin e , d isco n n ect the su sp e c te d tu b e o r
hose a t both ends and blow th ro u g h it to m ake s u re
th e p a s s a g e is c le a r . In sp e ct tubing and hose fo r
p a r tia l r e s tr ic tio n su ch a s w ould be c au sed by
d ents o r k in k s. If su ch condition is found, tubing
o r hose should be re p la c e d .
2. L eakage T e st
W ith a ir s y s te m fully ch a rg e d and b ra k e a p ­
p lie d , co at a ll tubing and hose connections w ith
soap suds to check fo r lea k ag e. No leak ag e is p e r ­
m is s ib le . L eakage is so m e tim e s c o r r e c te d by
tightening the connection. If th is fa ils to c o r r e c t
leak ag e, new fittin g s, m e ta l tubing, o r flex ib le hose
m u st be in sta lle d .
TRAILER CONNECTIONS
On v e h ic le s equipped w ith t r a i l e r connections,
two a ir lin e s a r e u se d to connect th e tru c k b ra k e
s y s te m to the t r a i l e r b ra k e s y ste m . One of th e s e
lin es is the "S erv ic e " lin e and th e o th e r is the
"E m e rg e n c y ” lin e . T he em erg en cy lin e d e liv e rs
c o n stan t a i r p r e s s u r e to the t r a i l e r a i r tan k and
o p e ra tin g v alv e, w hile th e s e rv ic e lin e d e liv e rs
a i r p r e s s u r e to t r a i l e r b ra k e s only w hile the tr a i l e r
b ra k e s a r e being o p e ra te d , e ith e r by m eans of the
foot b ra k e s y s te m o r by th e t r a i l e r b ra k e hand
c o n tro l v alv e. F lex ib le h o se s a r e u se d to m ake the
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 5B-54

AIR BRAKES

connection betw een th e tru c k and th e t r a i l e r . E ach

ho se is equipped w ith couplings fo r convenience in
connecting and d isco n n ectin g th e tru c k and tr a i l e r
b ra k e s y s te m s (fig. 14).
The em e rg e n c y lin e is a t th e rig h t sid e and is
tag g ed "E m e rg e n c y ." T he s e rv ic e lin e is a t th e
left sid e and is tag g ed " S e rv ic e ." When coupling
tr a c t o r and t r a i l e r m ake s u r e th a t a i r lin e s a r e
p ro p e rly connected. C ouplings on t r a i l e r a r e a lso
tag g ed "S e rv ic e " and " E m e rg e n c y ." See fig u re 15
fo r illu s tra tio n of t r a i l e r co nnections m ounted on
th e back of a conventional cab m odel.

1. Couplings
F ig u re 14 show s a se c tio n a l view of a sin g le
h o se coupling, and a view of th e two couplings
connected. T he d esig n of th e coupling is su ch th at
when th e two a r e co n n ected to g e th e r, p r e s s u r e is
p la c e d on two ru b b e r g a s k e ts , m aking an a irtig h t
s e a l. The ru b b e r g a sk e ts should be re p la c e d e v ery
s ix m onths, o r m o re often u n d e r s e v e re o p e ra tin g
co n d itio n s.

2. Dummy C ouplings
Dum m y couplings a r e m ounted on r e a r of cab Figure 15—Trailer Brake Connections
and s e r v e a s h a n g e rs fo r th e t r a i l e r h o se when
they a r e d isco n n ected fro m th e t r a i l e r . B oth h o ses
te m a ir p r e s s u r e . The veh icle should n e v e r be put
should alw ay s be co n n ected to the dum m y coup­
in m otion u n til p r e s s u r e re a c h e s 65 pounds. If
lin g s w hen not connected to th e t r a i l e r .
p r e s s u r e read in g d rops to le s s than 65 pounds
w hile veh icle is in m otion, veh icle should be sto p ­
3. C ut-O ut C ocks (When Used)
p e d and the c au se of a i r lo s s c o rre c te d . D ash
C u t-o u t cocks a r e u s e d in th e t r a i l e r b ra k e
gauge should be checked re g u la rly w ith an a c c u ra te
lin e s on v e h ic le s not equipped w ith t r a i l e r b r e a k ­
te s t gauge. If p r e s s u r e re a d in g v a r ie s 4 pounds o r
aw ay valve. P u rp o se of c u t-o u t cock is to p ro v id e
m o re , re p la c e gauge w ith a r e c a lib ra te d unit.
a m ean s of c lo sin g off th e s e lin e s when they a r e
not being u se d . The c u t-o u t cock is open when th e
h andle is a t a 9 0 -d e g re e angle to th e body and is LOW AIR PRESSURE SWITCH
c lo se d when th e handle is p a r a lle l w ith th e body.
Stops a r e p ro v id e d so th e handle cannot b e tu rn e d
Low a i r p r e s s u r e sw itch is u se d w ith a b u z z e r
beyond its n o rm a l open and c lo se d p o sitio n s.
a s a low a ir a la rm . B u z z e r is a lso u se d a s a p a r t
C u t-o u t cocks sh o u ld be te s te d p e rio d ic a lly of engine a la r m sy ste m . The sw itch is in s ta lle d in
fo r lea k a g e . C onnect c u t-o u t cock to s o u rc e of a i r
a d e liv ery p o rt of the ap p licatio n valve o r in a
p r e s s u r e , b u ild up 90 pounds p r e s s u r e a g a in s t it,
fittin g w hich is in sta lle d in a d e liv e ry p o rt of the
and c o v e r opening w ith soap su d s. If le ak ag e ex­
ap p lic atio n valve. Sw itch is a d ju ste d and s e a le d by
c e e d s a 1 -in ch bubble in 3 se c o n d s, cock should be
th e m a n u fa c tu re r and is not re p a ra b le . Switch has
r e p a ire d o r re p la c e d . In so m e in s ta n c e s , leak ag e
only one w ire te rm in a l, being in te rn a lly grounded.
m ay be c a u se d by d ir t on th e key. T h is condition
can be re m e d ie d by clean in g th e key and s e a t w ith The low a ir p r e s s u r e sw itch is an a ir - c o n ­
g a so lin e , then g rin din g th e key to its s e a t w ith tr o lle d sw itch in an e le c tric a l c irc u it, a u to m a tic ­
g ra d e 400 grinding com pound. T horoughly w ash off ally c o n tro llin g a b u z z e r in the cab. A te ll- ta le
a ll g rin d in g com pound and co at key lig h tly w ith a lig h t is a lso u se d . R e fe r to ap p licab le "W iring
good g ra d e of cup g r e a s e b e fo re a sse m b lin g . If the D iag ram ” fo r e le c tr ic a l c irc u its .
key o r body is badly s c o re d , th e co m p lete c u t-o u t
The sw itch has a nom inal p r e s s u r e se ttin g of
cock should be re p la c e d .
58 to 65 p s i. If sw itch fa ils , it m ust be re p la c e d .
AIR PRESSURE G A U G E W hen in sta llin g sw itch, do not u se sealin g co m ­
pound on th re a d s , sin c e th e sw itch is grounded
T he a i r p r e s s u r e gauge in th e in stru m e n t p an el th ro u g h its m ounting and se a lin g com pound w ill
p ro v id e s th e d r iv e r w ith a m ean s of checking s y s - a c t a s in su latio n .

CHEVROLET 40-60 TRUCK SERVICE MANUAL


TRAILER BRAKE CONTROLS
INDEPENDENT TRAILER
BRAKE APPLICATION
On v e h ic le s equipped w ith t r a i l e r b ra k e hand
c o n tro l v alv e, t r a i l e r b ra k e s m ay be a p p lied w ith­
out applying th e tru c k b r a k e s . When hand co n tro l
v alve le v e r is m oved to applying p o sitio n , a ir
p r e s s u r e p a s s e s th ro u g h th e hand c o n tro l valve
and double ch eck valve into t r a i l e r b ra k e s e rv ic e
lin e , applying th e t r a i l e r b r a k e s . When hand con­
t r o l valve le v e r is r e tu rn e d to r e le a s e d p o sitio n ,
a i r p r e s s u r e in th e t r a i l e r b ra k e s e r v ic e lin e is
ex h au sted fro m ex h au st p o rt of th e c o n tro l valve,
r e le a s in g th e t r a i l e r b r a k e s . Any d e s ire d d eg ree
of t r a i l e r b ra k e a p p lic a tio n is obtained by re g u la t­
ing th e p o sitio n of th e hand co n tro l valve le v e r.
I. C. C. BRAKE SYSTEM EQUIPMENT
Som e v e h ic le s a r e equipped w ith s p e c ia l I. C .C .
(In te rs ta te C o m m e rc e C om m issio n ) b ra k e sy ste m
equipm ent in conjunction w ith th e t r a i l e r b ra k e
c o n tro ls . T h ese c o n tro ls a r e a t r a c to r p ro te c tio n
(breakaw ay) valve and a t r a i l e r em erg en cy a ir
supply c o n tro l v alv e. T h e se c o n tro ls a r e pro v id ed
fo r th e follow ing p u rp o s e s :
1. They p ro te c t th e t r a c t o r a i r s y ste m fro m
co m p lete lo s s of a i r p r e s s u r e in th e event of a
t r a i l e r b reak aw ay o r lo s s of a i r p r e s s u r e in the
t r a i l e r a i r s y s te m .
Figure 16—Trailer Brake Hand Control V alve Installed
Sec. 5B-55
AIR BRAKES
2. They au to m atic ally actu ate the t r a i l e r b ra k e
em e rg e n cy re la y valve (on tr a ile r ) in c a se the
t r a c t o r a i r s y s te m p r e s s u r e fa lls below 45 p s i.
3. They p ro v id e the d riv e r w ith a m anual
m e an s of ac tu atin g th e t r a i l e r b ra k e e m erg en cy
re la y valve (on t r a ile r ) .
TRAILER BRAKE HAND
CONTROL VALVES
Hand c o n tro l valv es a r e m ounted b e sid e th e
s te e rin g colum n w ith th e o p era tin g handle on the
rig h t-h a n d sid e (fig. 16). The valve g ra d u a te s the
d e liv e re d a ir p r e s s u r e in p ro p o rtio n to th e d e g re e
th e o p e ra tin g handle is m oved. T hat is th e f a r th e r
th e handle is m oved fro m "O F F ” to "O N ," the
g r e a te r the a i r p r e s s u r e d e liv e re d to th e t r a i l e r
b ra k e s . If, a t any tim e d u ring such an a p p licatio n a
s e r v ic e b ra k e ap p licatio n is a lso m ade w ith the
fo o t-c o n tro lle d valve, w hichever valve r e le a s e s
th e g r e a te r a i r p r e s s u r e w ill c o n tro l th e b ra k e s .
HAND CONTROL VALVE REPLA CEM EN T
R em oval
1. B lock veh icle w h eels.
2. D ra in a i r fro m b ra k e sy ste m .
3. D isconnect a i r lin e s fro m valve.
4. R em ove b o lts attach in g m ounting b ra c k e t
and valve to s te e rin g colum n.
5. R em ove valve and b ra c k e t.
In sta lla tio n
1. P o sitio n valve and m ounting b ra c k e t on
s te e rin g colum n. F a ste n w ith b o lts.
2. C onnect a i r lin e s to valve.
3. S ta rt engine and build up a i r p r e s s u r e .
4. C heck fo r le a k s and o p e ra tio n of b ra k e s .
TRAILER EM ERGENCY AIR SUPPLY
CONTROL VALVES
The t r a i l e r em erg en cy supply c o n tro l valve,
w orking in conjunction w ith the t r a c to r p ro te c tio n
(breakaw ay) valve, c o n tro ls th e o p e ra tio n of the
t r a i l e r b ra k e s in EMERGENCY situ a tio n s.
NOTE: THIS SYSTEM IS NOT DESIGNED TO
BE USED AS A PARKING BRAKE UNDER ANY
CIRCUMSTANCES.
T h is is a s p rin g -lo a d e d valve w hich w ill au to ­
m a tic a lly a c t when p r e s s u r e in the tru c k b ra k e
s y s te m fa lls below 45 p s i.
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 5B-56

AIR BRAKES

W henever the em e rg e n c y a ir valve is a ctu ated ,

e ith e r m anually o r a u to m a tic a lly , tru c k a i r sy ste m
p r e s s u r e m u st be b u ilt up above 45 p s i and valve
knob m u st be m anually held in to ch a rg e th e t r a i l e r
em e rg e n c y lin e and r e le a s e the t r a i l e r b ra k e s .
On conventional cab m odels th is valve is lo ­
cated in th e engine c o m p a rtm e n t (see fig. 13). The
actu atin g knob is con n ected to th e valve by a push
ro d . The knob is con n ected to th e valve by a push
ro d . The knob (fig. 17) is lo c a te d below th e in s tr u ­
m ent p an el to th e le ft of th e s te e rin g colum n.
On tilt cab m o d els th is valve is m ounted on a
b ra c k e t a t th e left of th e s te e rin g colum n.

EMERGENCY CONTROL VALVE

REPLA C EM EN T

R em oval
1. D ra in a ir p r e s s u r e fro m b ra k e s y ste m .
2. D isco n n ect a i r lin e s .
3. S teel T ilt Cab - R em ove s c re w s fro m p la te
w hich holds th e valve to b ra c k e t at le ft of s te e rin g
colum n. R em ove v alv e.
C onventional Cab - D isco n n ect knob and
pu sh ro d a sse m b ly fro m p isto n s te m . R em ove
s c re w s w hich fa ste n v alve to cowl. R em ove valve
fro m engine c o m p a rtm e n t sid e of cowl.
In sta lla tio n
1. P o sitio n valve a t m ounting b ra c k e t (tilt cab)
o r cowl (conventional) and a tta c h a i r lin e s .
2. S ecu re valve w ith s c re w s . In s ta ll p la te,
w h ere u sed .
3. On conventional cab m odels connect knob
and push ro d to v alve ste m .
4. S ta rt engine and bu ild up a i r p r e s s u r e to
o p e ra tin g le v e l.
5. C heck fo r a i r le a k s .
6. C heck the o p e ra tio n of t r a i l e r em erg en cy
b ra k e s .
TRACTOR PROTECTION
(BREAKAW AY) VALVE
The tr a c to r p ro te c tio n valve (re la y valve),
u se d in conjunction w ith th e t r a i l e r em erg en cy a ir
supply c o n tro l valve, c o n tro ls o p e ra tio n of the
t r a i l e r b ra k e s in EMERGENCY s itu a tio n s.
T h is valve is lo c a te d on the in n e r sid e of the
cab back p an el on tilt cab m odels and in th e engine
co m p a rtm e n t on f ir e w all n e a r ap p licatio n valve
on conventional cab m o d els.
B oth s e r v ic e and e m erg en cy t r a i l e r b ra k e
lin e s a r e ro u te d th ro u g h th is valve, and its b a s ic
function is to p ro te c t th e t r a c to r a i r b ra k e s y ste m
Figure 17—Em ergency Control V alve Knob
fro m lo s s of p r e s s u r e in the event of p r e s s u r e lo ss
in th e t r a i l e r sy ste m .
BREAKAWAY VALVE REPLA CEM ENT
R em oval
1. B lock v eh icle w heels.
2. D ra in a ir p r e s s u r e fro m b ra k e sy ste m .
3. D isconnect a ir lin e s.
4. R em ove m ounting b o lts and valve.
In sta lla tio n
1. P o sitio n valve on back of cab o r on m ount­
ing b ra c k e t, and in s ta ll m ounting b o lts.
2. C onnect a i r lin e s.
3. S ta rt engine and build up a i r p r e s s u r e to
o p e ra tin g lev el.
4. C heck fo r le a k s.
5. C heck o p eratio n of b ra k e s.
SERVICEABILITY TESTS
O p e ra tin g T e s ts
1. P u ll out em erg en cy a ir valve knob to ex­
h a u st a ir p r e s s u r e fro m breakaw ay valve co n tro l
lin e . D isconnect t r a i l e r e m erg en cy line fro m
em e rg en cy ou tlet p o rt a t breakaw ay valve and
connect an a ir p r e s s u r e te s t gauge to em ergency
o u tle t p o rt.
2. S ta rt engine and build up a ir p r e s s u r e in
s y s te m . Low a ir p r e s s u r e b u z z e r should stop o p e r­
atin g a t 58 to 65 p s i. With a ir p r e s s u r e in o p e ra t­
ing ran g e , push em erg en cy a ir valve knob in. T e st
gauge should show full a ir s y s te m p r e s s u r e . Then

CHEVROLET 40-60 TRUCK SERVICE MANUAL


p u ll knob out, te s t gauge should drop to z e ro .
3. A gain build up a i r p r e s s u r e in s y ste m to
o p e ra tin g ra n g e , then stop engine. P u sh e m ergency
a i r v alv e knob in. Make a s e r ie s of b ra k e a p p lic a ­
tio n s u n til low a i r b u z z e r so u n d s. Slightly open
d ra in cock in th e d ry a ir tan k to obtain a slow
(ap p ro x . 10 p s i p e r m in.) p r e s s u r e drop in the
t r a c t o r b ra k e sy ste m . When tru c k a i r sy ste m
d ro p s to 45 p s i (approx.), th e em erg en cy a ir valve
knob should a u to m a tic a lly com e out and p r e s s u r e
on te s t gauge should ra p id ly drop to z e ro .
L eakage T e s ts
1. B uild up a i r p r e s s u r e in tru c k b ra k e s y s ­
te m to o p e ra tin g ra n g e . P u sh in em erg en cy a ir
v alve knob to c h a rg e t r a i l e r b ra k e s y s te m . U se
soap su d s to coat ex h au st p o rts of em e rg en c y a ir
valve and b reak aw ay valve.
2. When e m erg en cy a i r valve le a k s e x c e s s ­
ively, in s ta ll new p isto n O -rin g s . When b reakaw ay
v alve le a k s e x c e ssiv e ly , in s ta ll new O -rin g s and
p lu n g e r s e a l.
DOUBLE CHECK VALVE AND
STOP LIGHT SWITCH
A com bination double check valve and stop
lig h t sw itch is u s e d in b ra k e sy s te m s on a ll con­
v entional m odels equipped w ith t r a i l e r b ra k e con­
t r o l s . C heck valve is u se d to connect both the foot
b ra k e ap p licatio n valve and th e t r a i l e r b ra k e hand
c o n tro l v alve to th e t r a i l e r b ra k e s e rv ic e lin e.
T r a i le r b ra k e s e r v ic e lin e and tru c k stop light
sw itch a r e connected to th e two sid e o u tlet p o rts .
CHECK VALVE OPERATION
When b ra k e ap p licatio n is m ade by the foot
b ra k e v alve, a i r p r e s s u r e fro m th e foot b ra k e
v alv e fo rc e s th e sh u ttle valve o v e r a g a in st the in ­
le t fro m th e hand c o n tro l v alve and flow s out the
h o les in th e valve guide into th e t r a i l e r b ra k e
s e r v ic e lin e . When foot b ra k e s a r e re le a s e d and
t r a i l e r b ra k e s a r e ap p lied by m ean s of the hand
c o n tro l v alve, a i r p r e s s u r e fro m th e hand co n tro l
v alve fo rc e s th e sh u ttle valve o v e r a g a in st th e in ­
le t fro m th e foot b ra k e valve and flow s out through
th e holes in th e valve guide into the t r a i l e r b ra k e
s e r v ic e lin e.
FRONT BRAKE LIMITING VALVE AND TW O -W A Y CONTROL VALVE
A com bination lim itin g and quick r e le a s e valve
and a tw o-w ay co n tro l v alv e a r e u se d in com bin­
atio n on so m e v e h ic le s a s shown in fig u re 18. T his
com bination p e r m its fu ll b ra k e valve d e liv e ry p r e s ­
s u r e to the fro n t b ra k e s when on d ry ro a d s, o r at
Sec. 5B-57
AIR BRAKES
CHECK VALVE SERVICEABILITY TESTS
1. O p eratin g T e s ts
a. Apply tru c k b ra k e s and note th at b ra k e s
apply p ro m p tly on both the tru c k and th e t r a i l e r .
R e le a s e tru c k b ra k e s and note th a t b ra k e s on tru c k
and t r a i l e r both r e le a s e p ro m p tly .
b. Move hand co n tro l valve le v e r to applied
p o sitio n and note th a t b ra k e s apply only on the
t r a i l e r . Move c o n tro l valve le v e r to re le a s e d p o s i-
tio n and note th a t t r a i l e r b ra k e s r e le a s e p ro m p tly .
2. L eakage T e s ts
a . Apply tru c k b ra k e s and check fo r leakage
a t hand c o n tro l valve exhaust p o rt, u sing soap su d s.
b. Apply t r a i l e r b ra k e s only w ith hand co n tro l
valve and check fo r leakage at tru c k b ra k e a p p li­
cation valve exhaust p o rt, usin g soap su d s.
c. No leak ag e is p e rm is s ib le in e ith e r of th e se
te s ts . If th e re is any leak ag e, re p la c e the sh u ttle
valve.
CHECK VALVE REPLA CEM EN T
R em oval
1. B lock v eh icle w h eels.
2. D rain a ir p r e s s u r e fro m b ra k e sy ste m .
3. D isconnect a i r lin e s fro m valve.
4. S crew valve out of b ra k e ap p licatio n valve.
In sta lla tio n
1. S crew valve into b ra k e a p p licatio n valve.
2. Connect a i r lin e s.
3. S ta rt engine and build up a i r p r e s s u r e to
o p e ratin g le v e l.
4. C heck fo r le a k s.
5. Check o p e ra tio n of b ra k e s and stop lig h ts.
TRAILER BRAKE EMERGENCY
STOP LIGHT SWITCH
A t r a i l e r b ra k e em erg en cy stop light sw itch is
u se d on conventional m odels equipped w ith t r a i l e r
b ra k e c o n tro ls. The sw itch is in sta lle d in a fittin g
in d e liv ery p o rt of the em erg en cy b ra k e co n tro l
valv e. The p u rp o se of the sw itch is to a c tiv a te
t r a i l e r stop lig h ts when t r a i l e r em e rg en cy b ra k e s
a r e applied. Sw itch is n o n -re p a ra b le , and m ust be
re p la c e d if d efe ctiv e . To rem o v e sw itch, disconnect
e le c tr ic a l w irin g and rem o v e sw itch fro m fittin g .
th e option of th e d riv e r, lim its th e p r e s s u r e to the
fro n t b ra k e s to 50 p e r cent of th e b ra k e valve d e ­
liv e ry p r e s s u r e when on slip p e ry ro a d s.
The tw o-w ay c o n tro l valve (handle o r knob) is
m ounted on in stru m e n t pan el w ithin easy re a c h of
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 5B-58

AIR BRAKES

Limiting—Quick
Release V alv e

Exhaust
Port
Inlet
V alve .Plunger

V a lv e
C arrier
Front
Brake
Chambers

DRY ROAD POSITION

Lim iting—Quick
Release V alv e

Inlet
V alv e

V alv e
Carrier

Front
Brake
Chambers

SLIPPERY ROAD POSITION TPM-6583

Figure 18—Front Brake Lim iting and Tw o-W ay Control V alve O peration

CHEVROLET 40-60 TRUCK SERVICE MANUAL


th e d r iv e r . On til t cab m o d els, a p la te showing
"DRY ROAD" and "S L IP PE R Y ROAD" p o sitio n s is
m ounted on th e d ash p an el and a flip -ty p e le v e r is
u s e d to se le c t th e d e s ire d p o sitio n . On a ll o th e r
m o d e ls, th e r e is a knob on th e d ash p an el m ark ed
"F R T . BRAKE L IM IT ." When p u sh ed in the valve
is in "DRY ROAD" p o sitio n . P u ll knob out fo r "S L IP ­
PERY ROAD" p o sitio n . On conventional cab m odels
th e v alve is lo c a te d in sid e th e cab. On "cow l"
m o d els th e valve is in sid e th e engine c o m p a rtm e n t.
In both c a s e s , th e v alve is m ounted on a b ra c k e t
fa ste n e d to th e f ir e w all w ith two b o lts.
The lim itin g quick r e le a s e v alve is m ounted
on fra m e c ro s s m e m b e r n e a r th e fro n t b ra k e ch a m ­
b e r s . One a i r lin e fro m b ra k e ap p licatio n valve
is co n nected to the in le t p o rt of th e tw o-w ay valve
and an o th e r co n n ects to th e b ra k e valve p o rt a t top
of lim itin g quick r e le a s e valve (fig. 18). A nother
a i r lin e co n n ects th e s id e d e liv e ry p o rt of th e tw o-
way valve to the p o rt o p p o site th e m ounting p ad of
th e lim itin g quick r e le a s e v alv e. The two o th e r
s id e p o r ts of th e lim itin g quick r e le a s e valve a r e
co n nected to th e fro n t b ra k e c h a m b e rs.
T he lim itin g quick r e le a s e v alv e, b e sid e s p r o ­
viding fo r a 50 p e r cent re d u c tio n of fro n t w heel
b ra k e p r e s s u r e , a lso s e r v e s a s a quick r e le a s e
v alve when b ra k e s a r e re le a s e d .
SERVICEABILITY TESTS
1. O p eratin g T e s ts
a . C onnect an a i r p r e s s u r e te s t gauge into
th e a i r lin e lead in g to th e r e a r b ra k e quick r e le a s e
o r re la y valve; d isco n n ect a i r lin e a t valve and
connect gauge to lin e if no o th e r convenient con­
n ectin g po in t is a v a ila b le . D isco n n ect one fro n t
b ra k e ch a m b e r lin e fro m p o r t a t sid e of lim itin g
quick r e le a s e v alve and connect an o th e r te s t gauge
to th is p o rt.
b. P la c e th e handle o r knob of th e tw o-w ay
v alv e in th e "DRY ROAD" p o sitio n and apply th e
tru c k b r a k e s . B oth te s t gauges should r e a d the
s a m e . P la c e th e handle of th e tw o-w ay valve in the
"S L IP PE R Y ROAD" p o sitio n and apply th e tru c k
b r a k e s . The te s t gauge a t th e lim itin g quick r e le a s e
v alve should re a d a p p ro x im a te ly o n e -h alf the
am ount shown on th e te s t gauge connected to the In sta lla tio n
r e a r ax le a i r lin e . 1. C onnect a i r lin e s .
2. P o sitio n valve and fa ste n w ith b o lts.
2. L eak ag e T e s ts 3. S ta rt engine and build up a ir p r e s s u r e .
a. P la c e th e handle o r knob of th e tw o-w ay 4.
v alve in "DRY ROAD" p o sitio n and w ith th e tru c k 5.
Sec. 5B-59
AIR BRAKES
b ra k e s applied, coat th e exhaust p o r ts of the tw o-
way valve and lim itin g quick r e le a s e valve w ith
soap su d s. If leak ag e is e x c e ssiv e , r e p la c e valve.
b. P la c e handle of tw o-w ay valve in "S L IP ­
PERY ROAD" p o sitio n and w ith tru c k b ra k e s ap ­
p lie d , coat exhaust p o rt of tw o-w ay valve w ith soap
su d s. If leak ag e is e x c e ssiv e , re p la c e valve.
TWO-WAY VALVE REPLA CEM EN T
IMPORTANT: B efo re d isconnecting a ir lin e s,
e ith e r s c r ib e a lin e o r put a daub of p a in t on one
a i r lin e and c o rresp o n d in g p o rt on valve. It is p o s­
sib le to connect th e a ir lin e s to th is valve in the
o p posite p o sitio n , w ith the r e s u lt th a t the b ra k e
ap p lic atio n p r e s s u r e s w ould be o p posite to th a t in ­
tended; th a t is , w ith valve knob in "SLIPPER Y
ROAD" p o sitio n , b ra k e applicatio n would be fo r
"DRY ROAD" conditions and vice v e r s a .
R em oval
1. B lock v e h icle w heels.
2. D ra in a ir p r e s s u r e fro m b ra k e sy ste m .
3. D isconnect a i r lin e s .
4. On tilt cab m odels re m o v e s c re w s and r e ­
m ove p la te and valve fro m in stru m e n t p an el.
5. On o th e r m o d els, disco n n ect r o d f r o m le v e r
and rem o v e b o lts and valve fro m b ra c k e t.
In sta lla tio n
1. P o sitio n valve in in stru m e n t pan el o r on
f ir e w all and co n n ec t a i r lin e s.
2. On tilt cab m odels fa ste n valve and p la te
to in stru m e n t p an el w ith s c re w s .
3. On o th e r m o d els, fa ste n valve and b ra c k e t
to f ir e w all.
4. S ta rt engine and build up a i r p r e s s u r e .
5. C heck fo r le a k s.
6. C heck o p e ra tio n of b ra k e s .
LIMITING VALVE REPLACEM EN T
R em oval
1. B lock veh icle w h eels.
2. D ra in a ir fro m b ra k e sy ste m .
3. D isconnect a i r lin e s.
4. R em ove b o lts w hich fa ste n valve to veh icle.
R em ove valve.
C heck fo r le a k s.
C heck o p e ra tio n of b ra k e s .
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 5B-60

AIR BRAKES

ANCHO RLO K BRAKE CHAMBERS

"A n ch o rlo k " b ra k e c h a m b e rs a r e u se d a s em erg en cy app licatio n can be m ade by pushing in

optional eq uipm ent on a ll 50 and 60 S e rie s tru c k s . th is sa m e knob, p ro v id e d th e re is a t le a s t 45
R e fe r to fig u re 19. pounds p r e s s u r e in the a ir b ra k e sy ste m .
T he "A n ch o rlo k ” c h a m b e r is u se d a s a s e r v ic e
b ra k e c h a m b e r, an em e rg e n c y b ra k e in c a s e of a ir
BRAKE CHAMBER REPLACEMENT
p r e s s u r e lo s s and s p rin g -a p p lie d p a rk in g b ra k e .
It c o n s is ts of two s e p a r a te a i r c h a m b e rs, each
REMOVAL
having its own d ia p h ra g m and p ush ro d . In the fro n t
1. B lock v eh icle w heels.
c h a m b e r, a i r p r e s s u r e e n te r s b ehind th e d iap h rag m
2. W ith b ra k e s re le a s e d , rem o v e " s p rin g -
when b ra k e p ed al is p u sh ed , cau sin g a s e rv ic e
caging" tool fro m its sto ra g e p la c e . R em ove sp rin g
b ra k e ap p licatio n , ju s t a s in any s ta n d a rd c h a m b e r. housing ru b b e r cap, in s e r t stu d in hole and tu rn
T he r e a r ch a m b e r is s u b je c t to co n stan t a i r p r e s ­ % tu rn . Run nut down on stu d u n til fin g e r tight,
s u r e in fro n t of th e d ia p h ra g m , c o m p re s s in g the then u se w rench to tu rn nut a t le a s t th re e tu rn s .
em erg en cy p a rk in g sp rin g . In the event of lo s s of
S pring is now "cag e d ."
a i r p r e s s u r e in th e r e a r c h a m b e r, o r in ten tio n al
exhaustin g of p r e s s u r e by th e d riv e r, the sp rin g NOTE: If both c h a m b e rs a r e to be rem oved,
w ill apply th e b ra k e s . A pplication w ill begin when p e rfo rm step 2 on each BE FORE p ro ce ed in g fu rth e r.
p r e s s u r e d ro p s to ap p ro x im ately 45 p s i and w ill 3. Open a ir tank d ra in v alv es and exhaust
be co m p lete when p r e s s u r e re a c h e s ap p ro x im ately
p r e s s u r e fro m b ra k e sy ste m .
25 p s i.
4. D isconnect a ir lin e s a t ch a m b er.
In th e event of an au to m atic e m e rg e n c y a p ­
p lic a tio n (lo ss of a ir p r e s s u r e ) and it is n e c e s s a ry NOTE: If only the em erg en cy p a rk in g c h a m b e r
to m ove th e v eh icle b e fo re a ir p r e s s u r e can be n eed s to be rem o v ed , th is m ay be done a t th is point
r e s to r e d , the e m e rg e n c y p a rk in g s p rin g can be by rem oving r e a r clam p rin g and liftin g r e a r ch a m ­
c o m p re s s e d m ech an ically to r e le a s e b ra k e . A b e r a sse m b ly off fro n t (se rv ic e ) c h a m b er.
sp rin g "cag in g " tool is p a r t of the c h a m b e r a s s e m ­
5. D isconnect push ro d c le v is fro m s la c k ad ­
b ly . R em ove nut and r e le a s e stu d fro m its s to ra g e
ju s te r .
p la c e on c h a m b e r body. R em ove sp rin g housing
6. R em ove nuts and lo ck w a sh e rs fro m m ount­
ru b b e r cap and in s e r t stu d in hole. S e c u re stu d in
ing stu d s.
p la c e (% tu rn ) and "c a g e " s p rin g by tightening nut
7. R em ove "A nchorlok" b ra k e ch a m b er fro m
w ith w ren ch . D ire c tio n s a r e a lso given fo r th is
m ounting b ra c k e t.
o p e ra tio n on th e body of th e ch a m b e r (se e fig. 20).
T h is sa m e p ro c e d u re is follow ed if th e c h a m b e r is
to be re m o v ed fro m th e v eh icle fo r s e r v ic e .
A m anual em e rg e n c y a p p licatio n (o r p ark in g
application) m ay be m ade by the d r iv e r by pulling
out the knob on th e in s tru m e n t p an el w hich con­
tr o ls m anual a p p lic a tio n . R e le a se of a p a rk in g o r

Figure 19—Anchorlok Brake Cham ber Installed Figure 2 0 —Spring Com pressing A ssem bly

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 5B-61

AIR BRAKES

INSTALLATION em erg en cy p ark in g b ra k e valve on in stru m e n t p an e l.

1. P la c e "A nchorlok" c h a m b e r in p o sitio n on
m ounting b ra c k e t.
2. In s ta ll lo ck w a s h e rs and nuts on stu d s.
3. C onnect p u sh ro d c le v is to sla c k a d ju s te r.
4. C onnect a i r lin e s at c h a m b e r.
5. S ta rt engine and bu ild up a i r p r e s s u r e to
o p e ra tin g le v e l. M ake s u r e knob is p u sh ed in on
6. B ack off nut fro m "caging" stu d in end of
c h a m b e r. R em ove stu d and re p la c e in sto ra g e
pocket on ch am b er housing. In sta ll ru b b e r cap
o v e r re le a s e stu d hole.
7. C heck o p eratio n of b ra k e s .
8. C heck fo r le a k s.

FRONT BRAKE SHOES AND ANCHOR PINS

BRAKE SHOES tio n al lining g rin d e r so they a r e p ro p e rly c e n tr a l­

(R efer to F ig u re 21)
O n e -p ie c e m olded lining is riv e te d to each
sh o e. L ining should be re p la c e d b e fo re it b e co m es
w o rn to th e ex ten t th a t the r iv e ts w ill dam age the
b ra k e d ru m . M ake s u re new lining fits firm ly
a g a in s t shoe and th a t a ll riv e ts a r e p ro p e rly u p set.
W hen b ra k e d ru m s have been m achined o v e rs iz e ,
sh im s should be u se d betw een lin in g and shoe o r
o v e rs iz e lining u se d to m ain tain p ro p e r lin in g -to -
d ru m contact. R e fe r to "B ra k e D ru m s" in th is s e c ­
tio n . M axim um b ra k in g efficiency can be obtained
im m e d ia te ly if lin in g s a r e tru e d -u p w ith a conven­
iz e d in re la tio n to c e n te r of hub.
W henever any p a r t of the b ra k e a sse m b ly has
been rem o v ed and re p la c e d , ad ju st b ra k e s a s d i­
re c te d u n d er "B rak e A d ju stm e n ts."
ANCHOR PINS
A nchor p in ends of sh o es a r e s e c u re d on the
an ch o r p in s by lock rin g s . Shoe ends a r e not equip­
p ed w ith bushings; if sh o e s o r an ch o r p in s becom e
w orn, p a r ts m u st be re p la c e d . C ontact betw een
cam ends of sh o es and cam is m ade through r o ll­
e r s . No lu b ric a n t should be applied a t r o lle r s o r

1 Lock Ring 6 C am shaft and Brake 11 Brake Shoe R etu rn Spring

2 S p acer C ham ber B racket 12 Guide Pin W asher
3 Slack A d ju ster 7 Backing Plate 13 Guide Pin "C " W ash er
4 C am sh aft Seal 8 C am (in te g ra l with shaft) 14 Guide Pin
5 C am sh aft Bushing 9 Cam R o ller 15 Lock Ring
10 Brake Shoe 16 A nchor Pin t - 1584

Figure 2 1 —Front Brake A ssem bly

CHEVROLET 40-<S0 TRUCK SERVICE MANUAL

Sec. 5B-62

AIR BRAKES

cam head; a n c h o r pin ends should be co ated w ith

S17 S pecial L u b ric a n t o r equiv alen t a t a sse m b ly .
G uide p in s, two fo r each sh o e, hold sh o es in a lig n ­
m ent on backing p la te .
CAMSHAFTS
F ro n t b ra k e c a m s h a fts have c o n sta n t lift type
c a m s fo rg e d in te g ra l w ith sh a ft. C a m sh a fts a r e
m ounted in c a m sh a ft and b ra k e c h a m b e r b ra c k e ts
w hich a r e b o lted to b acking p la te (fig. 21). E ach
b ra c k e t is equipped w ith two bu sh in g s and a lu b r i­
catio n fittin g . Space b etw een bu sh in g s a c ts a s a
lu b ric a n t r e s e r v o i r . L u b ric a n t should be app lied
sp a rin g ly a t in te rv a ls sp e c ifie d in LUBRICATION
(SEC. 0) in th is m an u al.
CAUTION: Do not overlubricate cam ­
shaft, as excess lubricant will be forced
into brake drums.______________________
S lack a d ju s te r, m ounted on sp lin ed end of
ca m sh a ft, is held in p la c e by a lock rin g . A s p a c e r
is u se d on each sid e of sla c k a d ju s te r. W henever
c a m sh a ft has been re m o v ed , coat bushing su rfa c e s
w ith S17 Special L u b ric a n t o r equivalent b efo re
in sta llin g . A fte r in sta lla tio n , apply lu b ric a n t as
d ire c te d in LUBRICATION (SEC. 0) in th is m anual,
and a d ju st b ra k e a s d ire c te d u n d e r "B ra k e Ad­
ju s tm e n ts ."
R e fe r to FRONT SUSPENSION u n d er "FRONT
HUBS AND BEARINGS" (SEC. 3D) in th is m anual,
fo r re m o v a l of w heels, hubs, and b ra k e d ru m s fo r
a c c e s s to b ra k e sh o es.

"S” CAM REAR BRAKES

”S" c a m b ra k e a s s e m b lie s a r e u se d on r e a r
ax le of a ll m odels c o v e re d by th is m an u al. "Stop-
m a s te r " w edge ty p e b ra k e s a r e optional on so m e
m o d e ls. B ra k e a sse m b ly can be rem o v ed a s a co m ­
p le te a sse m b ly ; h o w ev er, th e v a rio u s com ponents
m u st be re p la c e d indiv id u ally .
The b ra k e a sse m b ly is m ounted on the backing
p la te , w hich is b o lted to flange on ax le housing.
B ra k e a sse m b ly shown in fig u re 22 is a ty p ical
W agner b ra k e a sse m b ly .
BRAKE SHOES AND ANCHOR PINS
R e fe r to REAR SUSPENSION u n d e r "REAR
HUBS AND BEARINGS" (SEC. 4C) fo r re m o v al of

Section A-A
Looking in Direction
of Arrows

1 Brake Shoe
2 Brake Shoe R eturn
Spring
3 Cam (in teg ral with
shaft)
4 C am shaft Seal
5 C am shaft Bushing 9 C am shaft 14 Anchor Pin
6 Brake Spider 10 Snap Ring 15 L eath e r Seal
7 Dust Shield 11 Spacers 16 Brake Shoe R oller
8 C am shaft and Brake 12 Slack A djuster 17 R o ller Pin
C ham ber Bracket 13 Lock Ring 18 Brake Shoe Lining
TPM-7630

Figure 2 2 —Rear Brake A ssem bly

CHEVROLET 40-40 TRUCK SERVICE MANUAL


w h e e ls, hubs, and b ra k e d ru m s fo r a c c e s s to b ra k e
sh o e s.
E ach b ra k e shoe c o n s is ts of a shoe ta b le w ith
two sh o e w ebs w elded in p la c e . A t a n ch o r end,
sh o e w ebs s tra d d le th e m ounting flan g e on b ra k e
s p id e r and piv o t on a n c h o r p in s . A nchor p in s a r e
h eld in p la c e by a lock rin g a t each end. A le a th e r
s e a l is u s e d b etw een lo ck rin g and shoe web a t
o u te r end and b etw een d u st s h ie ld and shoe web a t
in n e r end to r e ta in lu b ric a n t and exclude d irt. Shoe
ends a r e not equipped w ith b u sh in g s; if sh o es o r
a n c h o r p in s b eco m e w o rn , p a r ts m u st be re p la c e d .
R e fe r to fig u re 23 fo r c r o s s - s e c tio n a l view .
At cam end of each sh o e, a r o l le r in s ta lle d
betw een shoe w ebs on a r o lle r p in m ak es the con­
ta c t betw een sh o e s and cam . F la ts on end of r o lle r
p in fit into n o tch es in sh o e w ebs. T en sio n of b ra k e
sh o e r e tu r n s p rin g holds sh o e r o l l e r s firm ly a g a in st
c a m . R e tu rn s p rin g p in s a r e sta k e d in 8 p la c e s so
th a t they w ill not slid e out of sh o e w eb s. No lu b r i­
c a tio n is r e q u ire d a t r o lle r s o r r o l l e r p in s; p a r ts
should be a s s e m b le d cle a n and d ry . A nchor pin
ends sh o u ld b e co a te d w ith S17 S p ecial L u b ric a n t
o r equiv alen t d u rin g in s ta lla tio n .
BRAKE DRUMS
B ra k e d ru m in sta lla tio n s a r e illu s tr a te d in
REAR SUSPENSION in ’’REAR HUBS AND BEAR­
INGS” (SEC. 4C), and in FRONT SUSPENSION
u n d e r "FRO N T HUBS AND BEARINGS” (SEC. 3D)
in th is m an u al. By r e f e r r in g to th e illu s tra tio n s in
th e above s e c tio n s , m ethods of re p la c in g b ra k e
d ru m s a r e re a d ily d is c e rn ib le .
W henever b ra k e d ru m s a r e re m o v e d fo r s e r v -
Sec. 5B-63
AIR BRAKES
A tw o -p ie c e m olded lining is riv e te d to each
sh o e . L inings should be re p la c e d b e fo re w e a r ex­
p o se s th e r iv e t h eads and c a u se s dam age to b ra k e
d ru m s. B oth lin in g s on each shoe a r e id e n tic a l and
can be in s ta lle d a t e ith e r end. New lin in g s m u st be
s e c u re ly r iv e te d to shoe w ith c o r r e c t s iz e riv e ts ,
and r iv e ts m u st be p ro p e rly u p se t. M axim um b ra k ­
ing efficiency can be obtained im m e d ia te ly if lin ­
in g s a r e tru e d -u p w ith lining g rin d e r so they a r e
p ro p e rly c e n tra liz e d in re la tio n to c e n te r of hub.
W henever any p a r t of the b ra k e a sse m b ly has
been rem o v ed and re p la c e d , ad ju st b ra k e s a s d i­
re c te d u n d e r ’’B ra k e A d ju stm e n ts.”
CAMSHAFT
R e a r b ra k e c a m sh a fts have c o n sta n t lift, S-
ty p e c a m s fo rg ed in te g ra l w ith sh a ft. C am sh aft is
c a r r ie d in a bushing in b ra k e s p id e r a t o u te r end,
and in a bushing in c a m sh a ft and b ra k e c h am b e r
b ra c k e t a t in n e r end. C am sh aft and b ra k e c h a m b er
b ra c k e t is b o lted to b ra k e s p id e r in conjunction
w ith the b ra k e du st sh ie ld . L u b ricatio n fittin g in
b ra c k e t p ro v id e s a m ean s of lu b ric a tin g both b u sh ­
in g s; sp a c e betw een bushings s e rv e a s a lu b ric a n t
r e s e r v o ir . S e a ls, in o u te r end of c am sh a ft b o re in
b ra k e s p id e r and in in n e r end of b ra c k e t, re ta in
lu b ric a n t and exclude d irt. Apply lu b ric a n t a t in ­
te r v a ls in d ic a te d in LUBRICATION (SEC. 0) in th is
m anual.
CAUTION: DO NOT overlubricate the
camshaft, as excess lubricant may be
forced by the seals into the brake drums.
S lack a d ju s te r , m ounted on sp lin e d end of c a m ­
sh a ft, is held in p la c e by a lock rin g . A s p a c e r is
u se d on each sid e of s la c k a d ju s te r . On th e b ra k e
asse m b ly shown in fig u re 22, the two s p a c e r s (11)
a r e th e sa m e ; on so m e m odels equipped w ith off­
s e t s la c k a d ju s te r s , the in n e r s p a c e r is th ic k e r
than the o u te r s p a c e r . W henever c a m sh aft h as been
re m o v e d , co at bushing s u rfa c e s w ith S17 S pecial
L u b ric a n t o r eq u iv alen t b e fo re in sta llin g . A fte r
in sta lla tio n , apply lu b ric a n t a s d ire c te d in LUBRI­
CATION (SEC. 0) in th is m anual, and a d ju st b ra k e s
a s d ire c te d u n d e r "B ra k e A d ju stm e n ts."
ic in g b ra k e s , in sp e c t d ru m s. If found to be s c o re d ,
rough, o r o u t-o f-ro u n d , d ru m s should be m achined.
M achining o r g rinding of b ra k e d ru m s in ­
c r e a s e s th e in sid e d ia m e te r of th e d ru m and chang­
es the lin in g to d ru m f it. When m achining d ru m s,
it is reco m m en d ed th a t th e follow ing m axim um
o v e rs iz e s not be exceeded:
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 5B-64
AIR BRAKES
(a) D ru m s w ith s ta n d a rd d ia m e te r up to 14"
can be m achined up to .060" o v e rs iz e .
(b) D ru m s w ith s ta n d a rd d ia m e te r o v e r 14"
can be m achined up to .080" o v e rs iz e .
When it is found th a t m achining to th e s e m ax­
STOPMASTER BRAKES
The S to p m a ste r type b ra k e d iffe rs fro m the
conventional "S" cam type b ra k e in s e v e r a l r e ­
s p e c ts . The a i r c h a m b e r p u sh ro d is connected to
th e b ra k e sh o es th ro u g h a s e r i e s of w edges, r o l l­
e r s , and p lu n g e rs r a th e r th an th ro u g h a s la c k a d ­
ju s te r and c a m sh a ft. S to p m a ste r b ra k e s a r e u se d
a t the r e a r w h eels only. S to p m a ste r b ra k e s em ploy
two d iffe re n t type a i r c h a m b e rs; (1) a sta n d a rd
a i r c h a m b e r w hich is o p e ra te d by a i r p r e s s u r e and
(2) a " F a il-S a fe " a i r c h a m b e r w hich can be o p e r ­
a te d e ith e r by a i r p r e s s u r e o r by sp rin g p r e s s u r e .
T h e re a r e th re e b a s ic v a ria tio n s of S to p m a ste r
b ra k e s shown in fig u re 24; s ta n d a rd , sin g le ax le
" F a il-S a fe ," and tan d em a x le " F a il-S a fe ."
AUTOMATIC ADJUSTER
A ll S to p m a ste r b ra k e s have au to m atic a d ju s te r
m ec h a n ism s. The b a s ic p a r t of th e a d ju s te r ( re fe r
to fig. 25) is a p lu n g e r a sse m b ly w hich is m ade up
of th e ad ju stin g p lu n g e r, th e a c tu a to r, and the a d ­
ju stin g bo lt. The a c tu a to r is th re a d e d in te rn a lly to
re c e iv e a d ju stin g b o lt. On th e e x te rn a l s u rfa c e ,
th e r e a r e b u ttr e s s ty p e te e th . The p lu n g e r guide is
fr e e to s lid e in a d rille d hole in th e s p id e r housing
and h as te e th to m a tc h th o se on th e e x te r io r s u r ­
fac e of th e a c tu a to r. A sp rin g , g a sk e t, and bolt
a r e u se d to hold th e guide in co n tact w ith the
a c tu a to r.
F ig u re 26 is an illu s tr a tio n of an au to m atic
a d ju s te r a sse m b ly in s ta lle d . When th e p lu n g e r a s ­
sem b ly is m oved o u tw ard to apply th e shoe a g a in st
STOPMASTER STANDARD SINGLE AXLE "FAIL-SAFE”
Figure 2 4 —Stopm aster Brake A ssem blies
im um lim its does not p ro v id e a su ita b le b raking
s u rfa c e , d is c a rd the w orn d ru m and re p la c e w ith
a new s ta n d a rd d ru m .
DO NOT EXCEED THESE LIM ITS. THIS IS
SAFETY PRECAUTION.
th e d ru m , the plu n g er guide w ill slid e a c r o s s the
sloping sid e s of th e te e th on th e a c tu a to r. If the
p lu n g e r a sse m b ly m oves ou tw ard and exceed s the
p itc h d ista n c e , the te e th on the guide w ill engage
th e next te e th on the a c tu a to r. When th e p lu n g er
r e tu r n s , th e a c tu a to r m u st ro ta te in o r d e r to allow
th e a sse m b ly to re tu r n to th e "in " p o sitio n . T his
ro ta tio n is c au se d by the angle of th e te e th . As the
a c tu a to r ro ta te s , it s c re w s th e adju stin g b o lt. The
d ista n c e fo r the p lu n g er to m ove b e fo re ad ju stin g
is c o n tro lle d e ith e r by the angle of the te e th , a n d /
o r the n u m b er of te e th . T h is tra v e l e s ta b lish e s the
lin in g -d ru m c le a ra n c e .
T he p lu n g er guide h as two fla t s id e s , w hich
a r e a slip fit in a slo t in th e adju stin g p lu n g e r.
T h is p e rf o rm s two functions: (1) it p re v e n ts the
guide fro m tu rn in g and (2) it p re v e n ts the a d ju s t­
ing p lu n g e r fro m tu rn in g in the housing.
In o rd e r to function p ro p e rly the ad ju stin g bolt
m u st not tu rn . If it ro ta te s w ith the a c tu a to r, no
a d ju stm e n t would o c c u r.
The com bination of the nu m b er of te e th on the
o u tsid e of th e a c tu a to r and the nu m b er of th re a d s
p e r inch on the ad ju stin g bolt e s ta b lis h e s the actu al
lin e a r advance o r r a te of a d ju stm en t.
P ro c e d u re s co v erin g the rem o v a l and in s ta ll­
atio n of au to m atic a d ju s te r com ponents a r e given
in th e follow ing p a ra g ra p h s .
Any tim e th e a d ju s te r a s s e m b lie s a r e r e ­
m oved fo r s e rv ic e they should be lu b ric a te d a s
d ire c te d in th e follow ing p ro c e d u re s .
T he a d ju s te r s y ste m should be d isa sse m b le d
w hen ev er b ra k e sh oes a r e re lin e d and in sp ecte d
TANDEM AXLE TA IL-SA FE" T-8256
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 5B-65

AIR BRAKES

fo r the g e n e ra l condition of a ll moving p a r ts . It

is ad v isab le to u se new p lu n g e r s e a ls and p lu n g er
ADJUSTING PLUNGER
guide g a sk e ts when rem o v in g and in sta llin g th e se
p a r ts .
ADJUSTING BOLT
AND SHOE
PAWL REMOVAL (R efer to F ig. 25)
1. R em ove b ra k e sh oes and b ra k e c h a m b e rs
^ SPRING
a s d eta ile d u n d er ap p licab le p ro c e d u re s .
. / WASHER
2. R em ove bolt and p lu n g er guide g a sk et fro m
BOLT housing.
3. R em ove sp rin g and p lu n g er guide.
T-8255
4. U n screw adju stin g bo lt fro m a c tu a to r.
5. U sing a s c re w d riv e r, p ry p lu n g er se a l out
of sp id e r housing.
Figure 2 5 —Autom atic A dju ster Com ponents 6. R em ove a c tu a to r and ad ju stin g p lu n g er.

1 Brake A ir C h am b er A ssem bly 11 G asket 21 Plunger Seal and R e ta in e r

2 N o n -P re ss u re Half 12 Spring 22 R o ller R etaining Cage
3 Brake Shoe A ssem b ly 13 A djusting Sleeve (A ctuator) 23 Wedge Spring
4 A djusting Bolt A ssem b ly 14 A djusting Plunger 24 C o tte r Key
5 Id en tificatio n Ring 15 Wedge Spring R eta in e r 25 W asher
6 S panner Nut R e ta in e r 16 R o ller 26 Wedge Shaft
7 Spanner Nut 17 Plunger Housing 27 Wedge Guide
8 P lunger Seal and R e ta in e r 18 A nchor Plunger (Solid) 28 D iaphragm Plate (Push Rod)
9 A djusting Pawl (Plunger Guide) 19 Guide Screw 29 R ubber Boot
10 Hollow Cap Screw 20 G asket 30 P r e s s u r e Half T-2293

Figure 2 6 —Autom atic A dju ster A ssem bled

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 5B-66

AIR BRAKES

INSTALLATION (R efer to F ig . 25)

NOTE: M ake s u r e th a t ad ju stin g m ech an ism
is in sta lle d a t p r o p e r end of s p id e r so th at b ra k e
sh o e ends a r e m ounted in p r o p e r p o sitio n . A lso
m ake c e r ta in th a t a ll p a r ts a r e p ro p e rly lu b ric a te d .
A ll th re a d s on a ll com ponents should be co ated
w ith lu b ric a n t to a s s u r e sm o o th , f r e e o p e ra tio n .
T he tip of th e p lu n g e r guide and th e e n tire p lu n ger
should a lso be c o ated . See LUBRICATION (SEC. 0)
of th is m anual fo r type of lu b ric a n t to be u sed .
1. In s ta ll new s e a l on a d ju stin g p lu n g er and
a c tu a to r.
2. In s ta ll a d ju stin g p lu n g e r and a c tu a to r in
sp id e r housing.
3. Tap p lu n g e r s e a l into p la c e in s p id e r h o u s­
ing. R e fe r to fig u re 33.
4. S crew ad ju stin g b o lt into a c tu a to r to the
fu ll length of th r e a d s , th en b ack off % tu rn so th at
s c re w w ill not ja m and fa il to a d ju st when a s s e m ­
bly is c o m p le te . R e fe r to fig u re 27.
5. In s ta ll p lu n g e r guide in s p id e r housing. The
end of th e guide w ith te e th is in s ta lle d f i r s t and the
fla t sid e s of th e guide m u st fit into th e s lo t in the
ad ju stin g p lu n g e r to m esh w ith th e o u te r te e th of
th e a c tu a to r.

CAUTION: The chamfered notch on

the back end of the guide must be toward
the plunger seal end of the housing, other­
wise the automatic adjustment feature
will not function. When properly assem ­
bled, if adjusting bolt is turned in one
direction, the brake will adjust and if
turned in opposite direction a ratcheting
effect will result. When assembled wrong,
a ratcheting effect will result regardless
of which direction adjusting bolt isturned.
6. In s ta ll s p rin g , g a sk e t, and b o lt.
7. In s ta ll an c h o r p lu n g e r com ponents a s d e s­
c rib e d u n d e r ’’B ra k e A ctuation C o m p o n en ts.”
Figure 2 7 —Installing A djuster Bolt
8. In s ta ll b ra k e sh o es and b ra k e ch am b er as
d e ta ile d u n d e r ap p licab le p ro c e d u re s .
INITIAL ADJUSTMENT
If a new in sta lla tio n has ju s t been m ade a s
d e s c rib e d above, s t a r t engine and b u ildup re q u ire d
am ount of a i r p r e s s u r e in sy ste m . Then pum p the
b ra k e ped al u n til th e au to m atic a d ju s te r s y ste m
a d ju s ts enough to p ro v id e su fficien t b ra k e fo r safe
d riv in g . F in al ad ju stm e n t is m ade w ith th e v ehicle
in m otion, by pum ping the pedal.

Figure 2 8 —Standard Stopm aster A ir Cham ber Com ponents

CHEVROLET 40-40 TRUCK SERVICE MANUAL


SERVICING STANDARD STOPMASTER
BRAKE CHAMBERS
It is reco m m en d ed th a t a ll b ra k e c h a m b e rs be
re m o v e d , d isa sse m b le d , in sp e c te d and thoroughly
c lean ed at th e tim e th a t b ra k e s a r e re lin e d o r at
one y e a r p e rio d s , w h ich ev er o c c u rs f i r s t (also
dependent upon type of o p e ra tio n and o p e ra to r ex­
p e rie n c e ). T horough clean in g , p r o p e r lu b ric a tio n
and re p la c e m e n t of any w orn p a r ts on a p rev e n tiv e
m a in ten an ce b a s is w ill a s s u r e p ro p e r o p e ratio n
of th e s y s te m a t a ll tim e s .
In s tru c tio n s co v erin g th e re m o v a l and s e rv ic e
of sta n d a rd c h a m b e rs follow s ( r e f e r to fig. 28):
REMOVAL AND DISASSEMBLY
1. D isco n n ect a i r lin e s fro m c h a m b e rs.
2. U sing a punch, d riv e lock w a sh e r p r o tr u ­
sio n s fro m no tch es in sp a n n e r nut and s p id e r
housing.
3. U sing a s p a n n e r w ren ch o r a punch and
h a m m e r, lo o sen s p a n n e r nut w hich s e c u re s a ir
c h a m b e r to b ra k e s p id e r housing.
4. R em ove a i r c h a m b e r a sse m b ly fro m b ra k e
s p id e r housing.
5. R em ove bolt and nut w hich s e c u re clam p ­
ing rin g .
6. S c rib e a m a rk a c r o s s the p r e s s u r e housing
Figure 2 9 —Staking A ir Cham ber Lockwasher
Sec. 5B-67
AIR BRAKES
and th e n o n -p re s s u r e housing to a s s u r e p ro p e r
re a s s e m b ly .
7. R em ove d ia p h ra g m , ro d , boot and guide
fro m h o u sin g s.
CLEANING AND INSPECTION
1. C lean a ll m e tal p a r ts thoroughly, using a
su ita b le cleaning fluid. Blow dry w ith a i r o r wipe
d ry w ith cloth. (Do not u se so lvent on d iap h rag m .)
2. E xam ine diap h rag m and re p la c e w ith new
p a r t if any sig n s of w e a r o r d e te rio ra tio n a r e
evident.
3. In sp e ct p r e s s u r e housing fo r s c ra tc h e s ,
s c o r e s , o r e x c e ssiv e w e a r. E xam ine a ll p a r ts fo r
o b stru c tio n s and rem o v e any fo re ig n m a tte r.
4. E xam ine d iap h ra g m p la te ro d boot fo r d e­
te r io r a tio n o r c r a c k s . If d e te rio ra tio n o r o th e r
dam age is evident, re p la c e . In o r d e r to re p la c e
boot it is n e c e s s a r y to rem o v e th e p la s tic guide
fro m the end of th e ro d . If th e guide is dam aged o r
w orn, it too should be re p la c e d . Apply a lib e ra l
am ount of ru b b e r cem ent to boot flange and m ating
su rfa c e on n o n -p re s s u re housing.
BRAKE CHAMBER ASSEMBLY
AND INSTALLATION
1. In s ta ll boot, ro d , guide and d ia p h ra g m in
n o n -p r e s s u r e housing.
2. P o sitio n p r e s s u r e housing on n o n -p r e s s u r e
housing so th a t s c r ib e m a rk s m ade at d isa sse m b ly
a r e aligned.
3. In s ta ll clam ping rin g on a sse m b ly and s e ­
c u re w ith bolt and nut.
4. In s ta ll a i r c h a m b e r in b ra k e s p id e r housing
u n til it "b o tto m s” in s p id e r. Then b ack off not
m o re than one fu ll tu rn to p o sitio n c h a m b e r p o r ts
in lin e w ith a i r tu b e s. The p la s tic guide w ill a s ­
s u re p ro p e r p o sitio n in g of th e w edge. At th is point
lo ck th e a i r c h a m b e r in p o sitio n by tightening the
sp a n n e r nut a g a in st lock w a sh e r and th e sp id er
housing. U sing a punch, d riv e edge of lo c k w a sh e r
into notches p ro v id ed in s p id e r housing and sp a n ­
n e r nut (see fig. 29).
BRAKE SHOE AND LININGS
BRAKE SHOE REMOVAL
(R efer to F ig. 30)
1. J a c k up r e a r of vehicle and re m o v e w h eels.
2. R em ove hub and b ra k e d ru m a sse m b ly .
R e fe r to REAR SUSPENSION u n d e r "REAR HUBS
AND BEARINGS" (SEC. 4C) of th is m anual.
3. R em ove b ra k e shoe re tu r n sp rin g s.
4. L ift b ra k e shoe web out of shoe hold-dow n
clip and out of n o tches in an ch o r and adju stin g
p lu n g e rs.
NOTE: M ark a d ju stin g end of b ra k e sh o e s to
e n su re c o r r e c t re a s s e m b ly .
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 5B-68

AIR BRAKES

1 Brake Shoe and

Lining A ssem bly
2 Adjusting Bolt A ssy.
3 Adjusting Sleeve
(Actuator)

K 19

4 Plunger Seal and

R etainer
5 Adjusting Plunger
6 Brake Spider
(Plunger Housing)
7 Adjusting Pawl
(Plunger Guide)
8 Spring
9 Gasket

10 Hollow Cap Screw

11 Bolt
12 Brake Shoe Hold-
Down Clip
13 Guide Screw
14 Anchor Plunger
(Solid)
15 Brake Shoe Return
Spring
16 Dust Shield
17 Lock W asher
18 Bolt
19 Dust Cover
Wedge Shaft
R oller

R oller Retaining
Cage
Wedge Spring
R etainer
24 Wedge Spring
25 W asher
26 C otter Pin
27 Identification Ring
28 Spanner Nut
29 "F a ils a fe " Air
C ham ber
30 Standard A ir Cham ber
31 Lock W asher
32 Nut T'2291

Figure 3 0 —Stopm aster Brake Com ponents IAutom atic A djuster with “ Fa il-S a fe")

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 5B-69

SHOE RELINING
E ach b ra k e shoe c o n s is ts of a shoe ta b le w ith
a sin g le web w elded in p la c e . A tw o -p ie ce m olded
lin in g is riv e te d to each sh o e. Lining should be
re p la c e d b e fo re w e a r ex p o ses th e riv e t heads and
c a u s e s dam age to b ra k e d ru m s. B oth lin in g s on
each shoe a r e id e n tic a l and can be in sta lle d at
e ith e r end. New lin in g s m u st be s e c u re ly riv e te d
to shoe w ith c o r r e c t s iz e r iv e ts , and r iv e ts m u st
be p ro p e rly u p se t.
BRAKE SHOE INSTALLATION
(R e fe r to F ig . 30)
1. P o sitio n b ra k e shoe w ebs in sid e hold-dow n
c lip s w ith ends engaging s lo tte d end of an ch o r
p lu n g e rs and s lo tte d end of ad ju stin g b o lt.
NOTE: B ra k e sh o es a r e c o n s tru c te d w ith a
4 -in c h ra d iu s on th e ad ju stin g end and a 3 -in c h
r a d iu s on th e a n c h o r end. When in sta llin g sh o es
on b ra k e a s s e m b ly , m ake c e rta in the end m ark e d
a s su g g e ste d in "N ote" of Step 4 of "R em o v al” is
m ounted in a d ju stin g p lu n g e r.
2. In s ta ll b ra k e shoe r e tu rn s p rin g s . M ake
c e r ta in hold-dow n clip a p p lie s p r e s s u r e to shoe
web to avoid cocked sh o e s.
AIR BRAKES
REMOVAL (R efer to F ig . 30)
1. R em ove b ra k e c h a m b e rs. R e fe r to p ro c e d ­
u r e s covering s ta n d a rd a n d /o r " F a il-S a fe " cham ­
b e r s e rv ic e .
2. L oosen sp a n n e r nut, then u n sc re w non­
p r e s s u r e housing fro m b ra k e s p id e r. T his le a v e s
w edge, r o lle r , and sp rin g a sse m b ly exposed.
3. R em ove w edge, r o lle r and sp rin g asse m b ly
fro m actu atio n housing by pulling s tr a ig h t out.
4. R em ove b ra k e sh o e s. R e fe r to p ro c e d u re
co v erin g th is o p e ra tio n .
5. R em ove p lu n g er guides and w a sh e rs.
6. P r y p lu n g er s e a l fro m s p id e r housing.
7. R em ove an ch o r p lu n g er.
8. R em ove au to m a tic a d ju s te r com ponents a s
d e sc rib e d in a p p licab le p ro c e d u re s .
PLUNGER

BRAKE ACTUATION COM PONENTS

A ctuation com ponents can be s e rv ic e d w ithout
rem o v in g s p id e r fro m ax le . T ro u b le diag n o sis
m ight in d icate fau lty in te rn a l p a r ts w hich would
not n e c e s s ita te b ra k e c h a m b e r d is a s s e m b ly o r new
b ra k e lin in g . A ctuation com ponents should be in ­
sp e c te d fo r faulty o r u n accep tab le conditions.
F o r s e r v ic e of au to m a tic a d ju s te r com ponents
s e e p ro c e d u re s u n d e r th a t su b je c t on a p re v io u s PLUNGER
p ag e of th is se c tio n . T he follow ing p ro c e d u re s
c o v e r th e an c h o r end com ponents and o th e r a c ­
tu atio n com ponents:

1 R etaining Cage 5 Wedge R eturn Spring

2 " E a r s ” on W asher 6 R eturn Spring W asher
3 R o ller 7 C o tte r Pin
4 Wedge R eta in e r 8 Wedge
W asher

Figure 31 —W ed ge and Roller A ssem bly Figure 3 2 —Installing Seal on Anchor Plunger

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 5B-70

AIR BRAKES

Figure 3 4 —Plunger Seal Installing Tool Dimensions

Figure 3 3 —Installing Anchor Plunger and Seal

DISASSEMBLY O F WEDGE ASSEMBLY

(R efe r to F ig s. 30 and 31)
1. R em ove c o tte r pin and wedge r e tu r n sp rin g
w a sh e r fro m w edge a s se m b ly .
2. Slide w edge s p rin g off w edge.
3. R em ove w edge r e ta in e r w a sh e r and r o lle r s
fro m r o lle r re ta in in g cag e.

CLEANING AND INSPECTION

A ll com ponents sh o u ld be thoroughly clean ed
p r io r to in sp e c tio n and r e a s s e m b ly .

1. In sp e c t wedge fo r b en t o r d is to rte d co n d i­
tio n . E xam ine b e a rin g s u rfa c e s fo r s c o rin g o r
w e a r. R ep lace w edge if th e r e is evidence of w e a r
o r d isto rtio n .
2. E xam ine r o lle r s fo r any w e a r o r o u t-o f­
ro u n d condition. No s c r a tc h e s o r s c o rin g is p e r ­
m is s ib le .
3. E xam ine w edge s p rin g fo r fatigue o r c o r ­
ro s io n . R e p la c e s p rin g if n e c e s s a ry .
4. In sp e c t a ctu atio n housing c y lin d e r b o re s fo r
s c o r e s , s c r a tc h e s , o r c o rro s io n . L ight s c ra tc h e s
o r slig h tly c o rro d e d sp o ts m ay be p o lish e d out
w ith c ro c u s clo th . N e v e r u s e e m e ry clo th o r sa n d ­
p a p e r . If s c r a tc h e s o r c o rro s io n a r e too deep to
b e p o lish e d out, s p id e r m u st be re p la c e d .
5. In sp e c t p lu n g e rs fo r sc o rin g , s c r a tc h e s , o r
c o rro s io n . L ight s c r a tc h e s m ay be p o lish e d out
T-8258
Figure 3 5 —Installing W edge A ssem bly
w ith c ro c u s cloth. If s c r a tc h e s o r c o rro s io n a re
too deep to be p o lish ed out, p lu n g e r m ust be r e ­
p la ced .
6. In sp e c t p lu n g er s e a l fo r any cra ck in g o r
d e te rio ra tio n . Any d e te rio ra tio n is u n acceptable
and s e a l should be re p la c e d .
ASSEMBLY O F WEDGE ASSEMBLY
(R efer to F ig s . 30 and 31)
1. In s ta ll r o lle r s in reta in in g cage.
2. P la c e w a sh e r in p o sitio n on re ta in in g cage.
3. In sta ll w edge in re ta in in g cage.

CHEVROLET 40-60 TRUCK SERVICE MANUAL


INSTALLATION
‘ ‘SLO TS’’
Figure 3 6 —W edge C avity in Housing (“ Slots” Shown)
4. P o sitio n s p rin g on w edge a g ain st w a sh e r b e r s (with " F a il-S a fe " only).
and c o m p re ss enough to in s ta ll r e tu rn sp rin g
w a sh e r and c o tte r p in .
INSTALLATION (R efer to F ig . 30)
1. In s ta ll new s e a ls on an ch o r p lu n g e rs a s
show n in fig u re 32.
2. In s ta ll p lu n g e rs and s e a ls in housing a s
show n in fig u re 33.
"FAIL-SAFE” BRAKE CHAMBERS
GENERAL
The S to p m a ste r "F a il-S a fe " is a m echanical
a c tu a tio n fe a tu re fo r p o w er b ra k e s and is tw o-fold
in p u rp o s e . It is u s e d a s an a i r - r e l e a s e d , sp rin g -
ap p lied p a rk in g b ra k e , a s w ell a s a safety fe a tu re
in th e event of a i r b ra k e f a ilu r e .
DESCRIPTION AND OPERATION
BRAKE CHAMBERS (F ig. 37)
Two b ra k e c h a m b e r a s s e m b lie s a r e u se d a t
each w heel. Type u se d d iffe rs by m odel a s shown
in fig u re 24. T he " F a il-S a fe " b ra k e ch a m b er a s ­
sem b ly c o n s is ts of an in n e r and o u te r c h a m b e r.
T he in n e r ch a m b e r, containing a d iap h rag m and
d ia p h ra g m p la te ro d , s e r v e s a s th e s e r v ic e b ra k e
c h a m b e r and o p e ra te s in th e sa m e m an n er a s a
conventional b ra k e c h a m b e r. M ovem ent of d ia ­
p h ra g m p la te ro d is tra n s m itte d to th e b ra k e shoes
th ro u g h th e m ech an ical ac tu a tin g com ponents as
d e s c rib e d la te r .
Sec. 5B-71
AIR BRAKES
NOTE: In sta lla tio n tool shown in fig u re 33 can
be m ade lo c ally acc o rd in g to dim en sio n s shown in
fig u re 34.
3. I n s e r t p lu n g er guide w ith new w a sh e r in sid e
s lo ts in a n ch o r p lu n g e rs.
4. In sta ll au to m atic a d ju s te r com ponents a s
d e ta ile d in ap p licab le p ro c e d u re .
5. In s ta ll wedge a sse m b ly in actu atio n housing
( r e fe r to fig . 35). B e s u re r o lle r s a r e s e a te d c o r ­
re c tly in r e ta in e r cage and m ake good co ntact with
p lu n g e rs.
NOTE: Spring re ta in e r w a sh e r has " e a r s ” on
each sid e to be u se d a s guides to a s s u r e c o r r e c t
in sta lla tio n (se e fig. 31). H ousing has " s lo ts " to
m atch " e a r s " on w a sh e r (se e fig. 36).
6. In s ta ll b ra k e sh o es a s p re v io u sly d e sc rib e d
u n d er "B ra k e Shoe In sta lla tio n " in th is se c tio n .
7. In sta ll b ra k e c h a m b e rs as d e sc rib e d p r e ­
v iously.
8. C onnect a ll a i r lin e s into both c h a m b e rs.
9. B uild up a ir p r e s s u r e in sy ste m and push
p ark in g b ra k e knob in to adm it a ir into o u te r ch am ­
10. W ith a i r in o u te r c h a m b e rs, tu rn r e le a s e
bo lt a t each c h am b e r (if "F ail-S afe ") co u n terc lo ck ­
w ise a s f a r a s it w ill go (approxim ately 18 tu rn s -
s e e fig. 39). B ra k e s a r e now in o p eratin g condition,
e ith e r fo r s e r v ic e b ra k e s o r p ark in g .
11. A fte r b ra k e s a r e in o p eratin g condition,
a d ju st b ra k e s and re p e a t o p eratin g and leakage
t e s ts a s p re v io u sly d e sc rib e d .
The o u te r c h am b er co n tain s a sp rin g -lo a d e d
p isto n w hich a c ts a g a in st the s e rv ic e b ra k e ch am ­
b e r d iaphragm p la te ro d . D uring n o rm a l o p eratio n ,
co n stan t a i r p r e s s u r e is ap plied to th e o u te r ch am ­
b e r , th is p r e s s u r e , actin g on the p isto n , holds the
sp rin g c o m p re sse d . When a i r p r e s s u r e is r e le a s e d
fro m the o u te r c h a m b er by pulling out the knob on
th e p a rk in g b ra k e co n tro l valve, sp rin g p r e s s u r e
fo rc e s the p isto n to w a rd the s e rv ic e b ra k e ch am ­
b e r; p isto n m ovem ent is tra n s m itte d th ro u g h the
s e r v ic e b ra k e d iap h rag m p la te ro d to th e b ra k e
a c tu atin g m ech an ism , applying th e b ra k e s .
T his sa m e actio n w ill tak e p la c e in the event
a i r p r e s s u r e is lo st fro m the sy ste m .
NOTE: The a i r tank supplying a i r p r e s s u r e
to the p a rk in g b ra k e c h am b ers is p ro te c te d fro m
th e m ain a i r s y s te m by a one-w ay check valve;
th is tank w ill contain enough p r e s s u r e fo r a t le a s t
one p ark in g b ra k e r e le a s e in c a se p r e s s u r e is lo st
fro m the m ain a i r s y ste m .
In c a se of co m plete p r e s s u r e lo s s , and p r e s ­
s u r e in the p ro te c te d tank is d epleted, b ra k e s w ill
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 5B-72

AIR BRAKES

re m a in applied u n til a i r p r e s s u r e is r e s to r e d . If
n e c e s s a r y to m ove th e v e h ic le b e fo re a i r p r e s s u r e
can be r e s to r e d , b ra k e s can be r e le a s e d by tu r n ­
ing th e r e le a s e b o lts clo ck w ise a s f a r a s p o ssib le
(app ro x im ately 18 tu rn s) to c o m p re s s the sp rin g s,
a s shown in fig u re 39. (T h is m u st be done at a ll
" F a il-S a fe " c h a m b e rs a t each w heel.) A fte r a ir
p r e s s u r e h as been r e s to r e d , s e r v ic e b ra k e s w ill
be o p e ra tiv e im m e d ia te ly ; h ow ever, the p ark in g
b ra k e w ill re m a in in o p e ra tiv e u n til the s p rin g r e ­
le a s e b o lts a r e b ack ed out (cou n terclo ck w ise) as
f a r a s p o ssib le to r e le a s e th e s p rin g s . P u sh p a r k ­
ing b ra k e valve knob in to r e le a s e d p o sitio n to a d ­
m it a i r p r e s s u r e into th e p a rk in g b ra k e c h a m b e rs
to hold sp rin g s c o m p re s s e d w hile tu rn in g th e r e ­
le a s e b o lts.

CAUTION: Under no circumstances

should any service operations be attempt­
ed on the brake chambers without first (Service Brakes) Inlet Port
compressing the springs by means of the (Parking Brake)
release bolts. Applying air pressure (at 1 Spring Lock 12 Wedge Rod (P art of
least 60 psi) to the parking brake cham­ 2 R e lease Bolt Wedge A ssem bly)
bers, either from the vehicle air system 3 Spring and Cap 13 N o n -P re ssu re
or from shop air supply, will hold springs A ssem bly Housing
compressed and facilitate turning bolts. 4 R e le a se Bolt Nut 14 O-Ring
5 Piston 15 R ubber W asher
MECHANICAL ACTUATING COMPONENTS 6 P r e s s u re Housing 16 Spring
(R e fe r to F ig . 30) 7 C lam ping Ring 17 R ivet
When p r e s s u r e is ap p lied to th e b ra k e ch a m ­ 8 R ubber D iaphragm 18 R e ta in e r Plate
b e r d iap h rag m p la te ro d , e ith e r by a i r p r e s s u r e 9 D iaphragm Plate 19 Piston Seal
during a s e r v ic e b ra k e ap p licatio n o r by s p rin g Rod 20 Expander
p r e s s u r e fro m th e p a rk in g b ra k e c h a m b e r, m ove­ 10 R ubber Boot 21 Spring Lock
m ent is tra n s m itte d to both ends of each b ra k e 11 Wedge Rod Guide C ap screw T-2199
shoe th ro u g h w edges, r o l le r s , and p lu n g e rs w hich
Figure 3 7 —“ Fail-Safe” Brake Cham ber A ssem bly
a r e in s ta lle d in th e a c tu a tin g housing in th e b ra k e
s p id e r. One p lu n g er fo r each shoe in c o rp o ra te s an sh o u ld apply p ro m p tly and should hold on any g rad e
ad ju stin g w heel to p ro v id e a m ean s of ad ju stin g on w hich veh icle is expected to o p e ra te . R e le a se
th e b ra k e s to c o m p en sate fo r n o rm a l lining w e a r. th e b ra k e s by pushing knob in. The b ra k e s should
A ll S to p m a ste r b ra k e s have au to m atic a d ju s te r re le a s e in stan tly and w heels tu rn fre e ly .
m e c h a n ism s.
LEAKAGE TEST
SERVICEABILITY TESTS
1. S e rv ic e B ra k e s
W ith b ra k e s applied, check a ir c h a m b e rs fo r
OPERATING TEST
le ak a g e a t clam ping rin g by cov erin g rin g w ith
1. S e rv ic e B ra k e s soap su d s. A lso apply suds to d ra in holes on b o t­
M ake a b ra k e ap p lic a tio n and check expansion to m of c h a m b e r. Any sm a ll a ir le a k s should be
of b ra k e sh o es a g a in s t d ru m . Shoes sh o u ld m ove evident. No leak ag e is p e rm is s ib le at e ith e r lo c a ­
fre e ly and in sta n tly w hen b ra k e tr e a d le is de­ tio n . If leakage o c c u rs a t clam ping rin g , tig h ten
p r e s s e d . R e le a s e tr e a d le . Shoes should c o n tra c t clam ping rin g . If leak ag e s till p e r s is ts , diap h rag m
and r e le a s e the b ra k e s w ithout any la g . V isu ally m ay be d e te rio ra te d o r not fittin g p ro p e rly betw een
in sp e c t e n tir e lining a r e a to s e e if lin in g is b e a rin g p r e s s u r e and n o n -p re s s u re housings (see fig s. 37
p ro p e rly on both s id e s . and 38).

2. P a rk in g B ra k e s If a ir is escap in g fro m d ra in holes only, it is

Apply p a rk in g b ra k e s by pulling knob of con­ an in d icatio n th at diap h rag m is faulty and should
tr o l valve to r e le a s e a i r fro m c h a m b e r. B ra k e s b e re p la c e d .

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 5B-73

AIR BRAKES

18 19

1 Spanner Nut 9 Bolt 17 Air Cham ber Piston Plunger

2 Wedge Rod Guide 10 N on-P ressure Housing Assembly
3 Tag Nut 11 Push Rod Boot 18 Air Cham ber Cap Assem bly
4 Caution Tag 12 D iaphragm Plate Rod 19 R elease Bolt Spring Lock
5 Nut 13 Rubber D iaphragm 20 Capscrew
6 Lock W asher 14 "F ail-S afe" P re ssu re Housing 21 Lock W asher
7 Clamping Ring 15 Housing to Cap Rubber W asher
8 W asher 16 Housing to Plunger "O” Ring T-8259

Figure 3 8 —“ Fa il-Safe” A ir Cham ber Com ponents

2. P a rk in g B ra k e s (F ig . 37) b. Soap su d s should be applied at cap to p r e s ­

a. W ith p a rk in g b ra k e re le a s e d by a ir p r e s ­
s u r e , apply soap suds on cap aro u n d r e le a s e bolt.
Any leak ag e th a t is evident in d ic a te s a faulty p isto n
s e a l. Seal should be re p la c e d and su d s applied
ag ain to be s u r e le a k a g e h as been c o rre c te d .
s u r e housing jo in t. If leakage is evident, fault
could be due to d is to rte d cap c a u se d by c a r e le s s
handling o r d e te rio ra te d ru b b e r w a sh e r betw een
cap and housing.
c. Coat s e r v ic e b ra k e re la y valve exhaust p o rt
w ith soap su d s. L eakage a t th is point in d ic a te s
leak ag e p a s t O -rin g s e a l in the p r e s s u r e housing.
If leak ag e o c c u rs , re p la c e O -rin g w ith new p a r t.

SERVICING "FAIL-SAFE” BRAKE

CHAMBERS

B ra k e ch a m b er com ponents can be re m o v ed

fro m the v eh ic le fo r insp ectio n and re p la c e m e n t of
p a r ts w ithout rem o v in g th e n o n - p re s s u re housing
and w ithout d istu rb in g the m ech an ical actu atin g
m ech an ism .

REMOVAL AND DISASSEMBLY

R e fe r to fig u re 37 (also r e f e r to fig u re 38 fo r
com ponents).

CAUTION: B E F O R E A T T E M P T IN G
B R A K E C H A M B E R R EM O V A L, B L O C K
W H E ELS S E C U R E L Y , SINCE PARKIN G
B R A K E W IL L NOT BE A P P L IE D .

Figure 3 9 —Com pressing “ Fa il-S a fe" Pow er Spring
1. W ith a i r p r e s s u r e in p ark in g b ra k e c h a m ­
b e r (b rake re le a s e d ), loosen r e le a s e bo lt sp rin g
lo c k and sw ing to one sid e; then tu rn r e le a s e bolt
clockw ise a s f a r a s it w ill go (approx. 18 tu rn s)
to c o m p re ss th e pow er sp rin g ( r e fe r to fig. 39).
2. E xhaust a i r p r e s s u r e fro m p a rk in g b ra k e
c h a m b e r by pulling p a rk in g b ra k e knob out.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 5B-74

a ir bra k es

3. D isconnect a i r lin e s fro m both c h a m b e rs.

4. M ark p r e s s u r e housing and n o n -p re s s u re
housing so th at p a r ts can be re a s s e m b le d in the
sa m e re la tiv e p o sitio n . L o o sen clam ping rin g by
un screw in g b o lt. Hang clam ping rin g on n o n -p re s -
s u r e p la te tu b e.
5. R em ove e n tire cap and sp rin g a sse m b ly ,
p r e s s u r e housing, and ru b b e r d iap h rag m (see fig.
40). D iap h rag m p la te ro d and boot w ill re m a in in
th e n o n - p r e s s u r e housing.
6. Mount p r e s s u r e housing in v ise .
NOTE: Do not tig h ten v is e jaw s enough to d is ­
to r t p r e s s u r e fro m cap a sse m b ly (see fig s. 41 and
42 fo r illu s tra tio n of th is o p e ra tio n and d im en sio n s
to m ake a ’’s tr a p " w ren ch ).
7. R em ove w a sh e r and O -rin g fro m p r e s s u r e
housing.
8. R em ove p isto n a sse m b ly fro m cap by p u ll­
ing stra ig h t out. At tim e s th e sp rin g , when fully
c o m p re s s e d , co ck s slig h tly . It is then n e c e s s a ry
to lo o sen the r e le a s e b o lt a few tu rn s so th a t the
p isto n can be w ithdraw n e a sily .
9. The p isto n , r e ta in e r p la te , s e a l and expand­
e r a r e held to g e th e r by r iv e ts . If any p a r t of th is
a sse m b ly is d efectiv e th e com p lete a sse m b ly m ust
b e re p la c e d . D e ta ils a r e not s e rv ic e d s e p a ra te ly .
10. Cap and s p rin g a sse m b ly is s e rv ic e d a s a Figure 4 0 —Rem oving “ Fail-Safe” A ssem bly
u n it. If any of th e p a r ts beco m e dam aged o r need
re p la c in g , it is n e c e s s a ry to re p la c e th e com plete CLEANING AND INSPECTION
cap and s p rin g a sse m b ly . (R efer to F ig s. 37 and 38)
1. It is reco m m en d ed th a t a ll b ra k e c h am b ers
CAUTION: DO NOT attempt to d is­ be rem oved, d isa sse m b le d , in sp e c te d and th o r­
assemble the cap and spring assembly. In oughly cleaned a t th e tim e b ra k e s a r e re lin e d o r at
the event any part of this assembly is de­ one y e a r p e rio d s , w hichever o c c u rs f ir s t (also
fective, the complete assembly must be dependent upon type of o p e ratio n and o p e ra to rs
replaced. The component parts are not ex p erie n ce).
serviced separately. 2. C lean a ll m etal p a r ts thoroughly, using a

T-2336

Figure 41 —Rem oving Pressure Housing with “ Stra p” Wrench

CHEVROLET 40-60 TRUCK SERVICE MANUAL


Figure 4 2 —“ Strap” Type Wrench Dimensions
su ita b le clean in g fluid. Blow d ry w ith a ir o r wipe
d ry w ith cloth.
3. In sp e c t p isto n cap fo r sig n s of dam age o r
e x c e s s iv e w e a r. P isto n should slid e fre e ly inside
cap a s se m b ly . R ep lace p isto n if badly w orn o r
dam aged.
4. In sp e c t in sid e w alls of cap a sse m b ly fo r
s c r a tc h e s , s c o r e s , o r e x c e ssiv e w e a r. S lightly w orn
sp o ts m ay be re m o v e d w ith c ro c u s cloth. In spect
e x te rn a l th re a d s on cap fo r r u s t o r c o rro s io n .
5. In sp ect p isto n s e a l fo r c ra c k in g o r d e te r­
io ra tio n . In sp ect expan d er and expan d er re ta in in g
p la te fo r d e te rio ra tio n . R ep lace p isto n a sse m b ly ,
if n e c e s s a ry .
6. In sp ect p r e s s u r e housing fo r s c ra tc h e s ,
s c o r e s , o r e x c e ssiv e w e a r. E xam ine a ll p a r ts fo r
o b stru c tio n s and rem o v e any fo re ig n m a tte r.
7. E xam ine s p rin g in cap fo r d e te rio ra tio n o r
r u s t. In sp ect r e le a s e bolt fo r sig n s of r u s t on the
th re a d e d p o rtio n . U n less s p rin g o r bolt is in v ery
bad condition, re p la c e m e n t should not be n e c e s s a ry .
See "C aution” in Step 10 of "R em oval and D is a s ­
s e m b ly ."
8. D isc a rd O -rin g and ru b b e r w a sh e r. R eplace
w ith new p a r ts .
9. E xam ine d iap h rag m p la te ro d boot (in non­
p r e s s u r e housing) fo r d e te rio ra tio n o r c r a c k s . If
d e te rio ra tio n o r o th e r dam age is evident, re p la c e
a s follow s:
a. P u ll d iap h rag m p la te ro d , wedge ro d guide
and boot out of wedge ro d and m ounting tube r e ­
sp e c tiv e ly .
b. R em ove guide and boot fro m d iaphragm
p la te ro d and in s ta ll new boot on p la te ro d . R eplace
w edge ro d guide.
c. Apply a lib e r a l am ount of ru b b e r cem ent to
SUPER "FAIL-SAFE” BRAKES
The Super " F a il- S a f e ” b ra k e is id e n tica l to
th e S tan d ard " F a il-S a fe ” b ra k e in o p e ra tio n and
p rin c ip le but d iffe rs p h y sic a lly in s iz e and co m ­
p o n e n ts. R e fe r to fig u re 43 fo r illu s tra tio n of com ­
p le te Stop m a s te r B ra k e a sse m b ly w ith S uper " F a il-
S afe" c h a m b e r.
T he S uper " F a il-S a fe " is a sp rin g -p o w e re d
b ra k e a c tu a to r th a t m ounts "p ig g y -b ack " on th e a ir
Sec. 5B-75
AIR BRAKES
boot flange and m ating su rfa c e on n o n -p r e s s u re
housing.
d. P o sitio n p la te ro d on wedge ro d and hold
ru b b e r boot flange tightly a g a in st housing su rfa c e .
F lange should se a l tight to keep any m o istu re o r
fo re ig n m a tte r fro m falling into actu atio n com ­
p o n en ts.
NOTE: Be c a re fu l not to d istu rb w edge and
r o lle r m ech an ism in sid e actu atio n housing when
re p o sitio n in g p la te ro d on wedge rod.
BRAKE CHAMBER ASSEMBLY
AND INSTALLATION
R e fe r to fig u re 37 (also r e f e r to fig u re 38 fo r
com ponents).
1. In s ta ll O -rin g in groove in p r e s s u r e housing.
2. In sta ll p isto n asse m b ly in cap asse m b ly .
3. P o sitio n ru b b e r w a sh e r in p r e s s u r e housing
a t bottom of in te rn a l th re a d s . T h re ad cap and
sp rin g a sse m b ly into p r e s s u r e housing and tighten
firm ly a g a in st ru b b e r w a sh e r. T his m ay be done
w ith ’’s tr a p ” type w ren ch (see fig s 41 and 42), o r
by putting p r e s s u r e housing in v ise and using a
w ren ch on hex end of cap.
4. P o sitio n diap h rag m o v e r p la te rod, then in ­
s ta ll p r e s s u r e housing and cap a sse m b ly .
NOTE: D iaphragm should fit evenly betw een
p r e s s u r e housing and n o n -p re s s u re housing. Align
m a rk s m ade on housings a t d isa sse m b ly to e n su re
p ro p e r a ir p o rt lo c a tio n s.
5. P u ll clam ping rin g o v e r flange of p r e s s u r e
and n o n -p re s s u re housings. In sta ll clam p bolt and
nut and tighten firm ly .
6. C onnect a ll a ir lin e s and build up a i r p r e s ­
s u r e in s y ste m to n o rm a l o p e r a tin g p re s s u re . P u sh
p ark in g b ra k e knob in to ad m it a ir to o u te r b ra k e
c h a m b e r.
7. T u rn r e le a s e bolt cou n terclo ck w ise a s fa r
a s p o ssib le (approx. 18 tu rn s) to r e le a s e sp rin g
(see fig. 39). T his w ill leave the p a rk in g b ra k e
c h am b e r in o p e ratin g condition.
NOTE: It is b e s t to have a t le a s t 60 p s i of a ir
in c h am b e r to hold sp rin g ten sio n off nut so a b e t­
t e r "fe e l" is obtained when the nut does bottom .
ch a m b e r n o n -p re s s u re housing of the S to p m a ste r
B ra k e (see fig. 44).
When 65 p s i o r m o re of a ir p r e s s u r e is ap ­
p lie d a g ain st th e p isto n , the pow er sp rin g w ill be
h eld in a c o m p re sse d p o sitio n . When a ir p r e s s u r e
is rem o v ed , the po w er sp rin g w ill pu sh the p isto n
a g a in st the d iap h rag m p la te . The wedge head w ill
be pushed d e e p e r betw een the r o lle r s sp read in g
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 5B-76

AIR BRAKES

-6925

20 19 18 17 16 15
Figure 4 3 —Brake A ssem bly w ith Super “ Fa il-Safe” 1 N o n -P re ssu re 11 B r e a th e r
H ousing 12 R e le a s e B o lt
th e p lu n g e rs a p a r t and applying th e b ra k e . 2 S e ts c re w 13 Cap
The u n it is equipped w ith a m anual r e le a s e 3 Foot 14 F ilte r
b o lt to p e r m it s a fe handling fo r s e r v ic e . T he cap 4 P is to n S eal 15 H o using
cavity is s e a le d by an O -rin g on th e r e le a s e b o lt.
5 O -R in g 16 S q u a re N ut
6 O -R in g 17 H ex Nut
SAFETY PRECAUTIONS 7 B a c k -u p R ing 18 P is to n
When brakes are equipped with Super 8 P o w e r S p rin g 19 D ia p h ra g m
"F ail-Safe " units, cage the power spring 9 R u b b e r S eal 20 P u s h R od
before starting any disassembly or re­ 10 L o ck R ing
moval of wheels or drums to avoid possi­
ble injury. Figure 4 4 —Super “ Fa il-Safe” A ssem bly
When a vehicle is disabled, due to low
or lost air pressure, block the wheels and
cage the power spring before attempting the p isto n when the " F a il-S a fe " is a c tu a te d and
to move the vehicle. k eep s the unit s e a le d fro m d ire c t a tm o sp h e ric
contam ination.
An in te rn a l venting s y s te m w orking in con­ The " F a il-S a fe " is u se d a s an a ir - r e le a s e d ,
junction w ith a one-w ay b re a th in g a rra n g e m e n t on s p rin g -a p p lie d p ark in g b ra k e , a s w ell a s a sa fe ty
the cap allow s s y s te m a i r to fill th e vacuum behind fe a tu re in th e event of a ir b ra k e fa ilu re .

“ O ” RING

BACK-UP RING
HSG. LOCK GROOVE (POSITIONED IN
LOCK RING (POSITIONED
PISTON GROOVE)
OVER CAP LIP AND IN
FOOT HOUSING
PISTON POWER SPRING CAP HSG. LOCK GROOVE)
/ “E” ring
“ O ” RING
\ / RELEASE
^^BOLT-
o * k fj

t
PISTON
SEAL
SET
SCREW
SNAP RING
HEX NUT
BACK-UP
RINGS BEARING WASHER
RUBBER SEAL
INNER
WASHER I OUTER
— WASHER

SQUARE NUT “ O ” RING

T-6919

Figure 4 5 —Super “ Fa il-Safe” Com ponents

CHEVROLET 40-60 TRUCK SERVICE MANUAL


I 19/32 DRILL THRU
W ITH C H A M FER
T -5 9 2 3
Figure 4 6 —Pow er Spring Com pressing Fixture
SERVICE RECOMMENDATIONS
CAGING AND UNCAGING POWER SPRING
On th e Super " F a il-S a fe " the head of the r e ­
le a s e bolt is exposed a t a ll tim e s .
The p ow er s p rin g is caged by ro ta tin g the r e ­
le a s e bolt 18 to 21 full tu rn s clock w ise. Do not
fo rc e th e bolt beyond its n o rm a l stop.
B oth the caging and uncaging o p e ra tio n can be
m ade e a s ie r by applying a i r p r e s s u r e (65 p s i m in ­
im um ) to th e " F a il-S a fe ." T h is w ill tak e the s p rin g
lo ad off th e r e le a s e bo lt.
DISASSEMBLY (R efer to F ig. 45)
1. Cage p o w er s p rin g by tu rn in g r e le a s e bolt
18 to 21 tu rn s clo ck w ise.
2. R em ove " F a il-S a fe " fro m n o n -p re s s u re
housing at clam p rin g .
3. R e le a se foot s e ts c re w .
4. U n screw foot fro m p isto n .
5. R em ove p isto n s e a l.
6. R em ove se a lin g com pound lo c a te d at joint
b etw een cap and housing.
7. R em ove lo ck rin g fro m housing.
8. S e p a ra te cap, s p rin g and p isto n a sse m b ly
fro m housing. R em ove ru b b e r s e a l fro m housing.
9. R em ove b ack -u p rin g s and O -rin g fro m
groove in housing.
10. R em ove snap rin g and hex nut fro m r e ­
le a s e bolt.
11. S e c u re cap, sp rin g and p isto n a sse m b ly
in fix tu re .
NOTE: R e fe r to fig u re 46 fo r illu s tra tio n of
fix tu re . T h is fix tu re is n e c e s s a ry to hold the pow er
s p rin g in c o m p re ssio n fo r d isa sse m b ly . T h is fix ­
tu r e is sp e c ia l tool (J-23527).
Sec. 5B-77
AIR BRAKES
Figure 4 7 —Breather and Filter A ssem bly
12. T u rn r e le a s e bolt until sq u a re nut fa lls
fr e e .
13. R e le a se p r e s s u r e on fix tu re u n til sp rin g
is unloaded.
14. R em ove a sse m b ly fro m fix tu re .
15. S e p a ra te cap fro m sp rin g and p isto n a s ­
sem b ly .
16. R em ove back -u p rin g and O -rin g fro m
p isto n .
17. R em ove the two sp rin g b e a rin g w a sh e rs.
18. R em ove "E " rin g fro m r e le a s e b o lt.
19. R em ove flat w a sh e r fro m r e le a s e bolt.
20. Rem ove r e le a s e bolt fro m cap.
21. R em ove O -rin g fro m re le a s e bolt.
22. R em ove second flat w ash e r fro m re le a s e
bolt.
23. R em ove f ille r fro m cap.
IMPORTANT: DO NOT rem o v e b r e a th e r a s ­
sem b ly fro m cap u n le ss in spection in d ic a te s dam ­
ag e . It is n e c e s s a ry to cut the nail to re m o v e the
a sse m b ly .
ASSEMBLY
B e fo re a sse m b ly , clean and in sp e ct all p a r ts .
L u b ric a te w ith reco m m en d ed g re a s e . DO NOT lu ­
b ric a te cap in the a r e a of the b r e a th e r a sse m b ly .
DO NOT u se so lv en t on back-up o r O -rin g s . U se
hot soapy w a te r and w ipe clean.
It is n e c e s s a ry to u se a s e a le r on th e foot s e t­
s c re w and co v e r the head of it w ith p la s tic tap e
u n til the s e a le r s e ts .
IMPORTANT: R eplace se a lin g com pound o v er
cap lock rin g to s e a l unit fro m o u tsid e co n tam in ­
a tio n .
If b r e a th e r a sse m b ly has been rem o v ed fro m
cap, p e rfo rm f ir s t fo u r ste p s of follow ing p ro c e d ­
u r e . O th erw ise, s ta r t a sse m b ly p ro c e d u re w ith
Step 5. R e fe r to fig u re 47.
1. In s e rt nail through opening in se a l.
2. I n s e rt asse m b ly th ro u g h opening in cap.
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 5B-78

AIR BRAKES

3. I n s e r t s p rin g o v e r n a il. a sse m b ly fro m fix tu re .

4. F o rc e r e ta in e r o v e r fla te d end of n ail.
5. In s ta ll f ilte r on cap.
6. In s ta ll o u te r fla t w a s h e r and O -rin g on r e ­
le a s e bo lt.
7. In s ta ll r e le a s e b o lt in hole in c e n te r of cap
w ith bo lt head to w a rd o u tsid e of cap.
8. In s ta ll in n e r fla t w a sh e r and "E " rin g on
r e le a s e bo lt.
9. In s ta ll two s p rin g b e a rin g w a sh e rs; one on
p isto n and one in cap.
10. In s ta ll b ack -u p rin g and O -rin g on p isto n .
11. A ssem b le cap a s se m b ly , sp rin g , an d p isto n
C o m p re s s a sse m b ly in fix tu re (fig. 46).
12. In s ta ll s q u a re nut on r e le a s e b o lt.R e m o v e
13. In sta ll hex nut and snap rin g on re le a s e
b o lt.
14. In sta ll back-up rin g s and O -rin g in groove
in housing.
15. A sse m b le cap, sp rin g , and p isto n a s s e m ­
bly in housing a sse m b ly , w ith ru b b e r se a l betw een
cap and housing.
16. In sta ll lock rin g in housing and se a l joint
betw een cap and housing w ith se alin g compound.
17. In sta ll p isto n se a l in housing.
18. T h re a d foot th rough housing into p isto n .
19. Lock foot in p la c e w ith s e ts c re w . Apply
se a lin g com pound to co v er head of s e ts c re w . C over
w ith p la s tic tape until s e a le r s e ts .

MODULATING EM ERGENCY APPLICATION VALVE

Som e v e h ic le s a r e equipped w ith an optional (em ergency) b ra k e s ,

s e r v ic e and em erg en cy b ra k e ap p licatio n valve in If v ehicle is to be m oved to a safe o ff-ro a d
conjunction w ith the a ir - o p e r a te d p a rk in g b ra k e p o sitio n , p a rk in g b ra k e s can be applied and r e ­
s y s te m . le a s e d one o r two tim e s depending on p r e s s u r e in
p ark in g b ra k e (protected) tank. When p r e s s u r e is
In th e event of a i r p r e s s u r e lo s s in s e rv ic e ex h au sted ,p ark in g b ra k e s w ill becom e fully applied,
b ra k e s y s te m , d e p re ssin g the b ra k e p ed al beyond and can only be re le a s e d m echanically,
its n o rm a l tra v e l w ill g rad u ally apply th e p ark in g
FRONT BRAKES SPECIFICATIONS
Brake Size................................................... 15 x 3
Brake Shoe Lining
Width...................................................... 3"
Thickness................................................. 7/i6v
Area (sq. in. per axle)............................... 199
Brake Chamber
Type........................................................ 12
Diameter.................................................. 5% "
Adjust Travel to....................................... Short as possible
w/o brakes dragging

REAR BRAKES (EXCEPT STOPMASTER)

Brake Size................................................... 15 x 6
Brake Shoe Lining
Width...................................................... 6"
Thickness................................................. W
■> Area (sq. in. per axle)............................... 377
Brake Chamber
Type........................................................ 30
Diameter................................................. 8V&"
Adjust Travel to....................................... Short as possible
w/o brakes dragging

STOPMASTER BRAKE SPECIFICATIONS

Brake Size................................................... 15 x 7
Brake Shoe Lining
Width...................................................... 7"
Thickness................................................. %" Crescent
Area (sq. in. per axle)............................... 440
Brake Chamber
Standard
Diameter (at clamp band)...................... 5.66"
“Fail-Safe”
Diameter (at chamber body).................. 5.264"

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 5B-79

AIR BRAKES

GENERAL TROUBLESHOOTING CHART

NO BRAKES

PROBABLE CAUSE REMEDY

1. No a ir p r e s s u r e 1. C heck fo r le a k s, b ro k en lin e s, etc. R e p a ir o r

re p la c e a s n e c e s s a ry

2. R e s tric te d tubing o r hose 2. R eplace d efectiv e p a rts .

3. D efective b ra k e valve 3. R e p a ir o r re p la c e

INSUFFICIENT BRAKES

PROBABLE CAUSE REMEDY

1. Low b ra k e lin e p r e s s u r e 1. Check fo r le a k s, etc. and re p a ir

2. Too m uch push rod tra v e l 2. A djust

3. W orn lin in g s o r d ru m s 3. R eplace a s n e c e s s a ry

4. L eaking c h a m b e r d iap h rag m 4. R eplace d ia p h ra g m

5. Slack a d ju s te r s out of ad ju stm en t 5. A djust

6. W rong siz e b ra k e c h a m b e rs 6. R eplace a c c o rd in g to “ S p ecificatio n s”

SLOW BRAKE A PPLICA TIO N

PROBABLE CAUSE REMEDY

1 . Low b ra k e lin e p r e s s u r e 1 . C heck fo r le a k s, etc. and r e p a ir

2. L inkage binding 2. L u b ric a te linkage

3. Too m uch p u sh ro d tra v e l 3. A djust

4. R e s tric tio n in lin e 4. Rem ove r e s tr ic tio n o r re p la c e lin e

5. L eaking b ra k e valve 5. R e p a ir o r re p la c e

6. W orn lin in g s o r d ru m s 6. R eplace a s n e c e s s a ry

7. L eaking c h a m b e r d iap h rag m 7. R eplace d iap h rag m

8. B rak e shoe a n c h o r p in s fro z e n 8. F r e e up, re p la c e o r lu b ric a te a s n e c e s s a ry

9. F oot c o n tro l v alve linkage im p ro p e rly a d ju ste d 9. A djust

10. C am sh aft b u sh in g s binding o r w orn 10. L u b ric a te o r re p la c e

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 5B-80

AIR BRAKES
SLOW BRAKE RELEASE
PROBABLE CAUSE REMEDY
1. Linkage binding 1. L u b ric a te linkage

2. R e s tric tio n in lin e 2. R em ove re s tr ic tio n o r re p la c e line.

3. Too m uch p u sh ro d tr a v e l 3. A djust

4. Im p ro p e r se a tin g of v a lv e s in ap p licatio n 4. R e p a ir o r re p la c e
valve.

5. Binding cam o r c a m s h a fts 5. L u b ric a te if p o ssib le ; re p la c e if not effective.

6. W eak shoe re tu r n s p rin g s 6. R eplace sp rin g s

GRABBING BRAKES

PROBABLE CAUSE REMEDY

1. G re a s e o r d ir t on lining 1. C lean o r re lin e .

2. B ra k e d ru m o u t-o f-ro u n d 2. T u rn o r re p la c e

3. D efective a p p licatio n valve 3. R e p a ir o r re p la c e

UNEVEN BRAKES

PROBABLE CAUSE REMEDY

1. Uneven sla c k a d ju s te r s e ttin g s 1. A djust p ro p e rly

2. Linkage binding a t one o r m o re w heels 2. L u b ric a te a s n e c e s s a ry

3. L inings w orn uneven 3. A djust o r re p la c e

4. B rak e shoe r e tu r n sp rin g w eak o r b ro k en 4. R eplace

5. D efective b ra k e c h a m b e r 5. R e p a ir o r rep la c e

6. D efective b ra k e d ru m 6. R e p a ir o r re p la c e

7. Unequal s p rin g s in b ra k e c h a m b e rs o r betw een 7. R eplace in p a ir s .

b ra k e sh o es

SLOW PRESSURE BUILDUP IN RESERVOIRS

PROBABLE CAUSE REMEDY

1. Clogged a i r c le a n e r 1. C lean o r re p la c e

2. A ir leak 2. Find and r e p a ir

3. F au lty c o m p re s s o r 3. R e p a ir (see " A ir C o m p re s s o r” se c tio n in

th is m anual)

4. Open o r leaking r e s e r v o i r d ra in cock s. 4. C lo se, r e p a ir o r re p la c e .

5. D efective c o m p re s s o r g o v ern o r 5. R e p a ir o r re p la c e

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 5B-.81

AIR BRAKES

AIR PRESSURE ABOVE NORMAL

PROBABLE CAUSE REMEDY

1. D efective a i r gauge 1. R eplace

2. G o v ern o r out of ad ju stm e n t o r d efectiv e 2. A djust, r e p a ir o r re p la c e

3. R e s tric te d lin e b etw een g o v e rn o r and co m ­ 3. C le a r lin e o r re p la c e

p re sso r

4. C o m p re s s o r u n lo a d e r in o p e ra tiv e 4. R e p a ir o r re p la c e

QUICK LOSS OF PRESSURE WHEN ENGINE

IS STO PPED
(BRAKES NOT A PPL IE D )

PROBABLE CAUSE REMEDY

1. L eaking lin e s o r co nnections 1. R e p a ir o r re p la c e

2. W orn o r leaking "c o m p re sso r ex h au st valve o r 2. R ep air o r re p la c e

one-w ay check valve.

3. L eaking g o v ern o r 3. R e p a ir o r re p la c e

4. L eaking ap p licatio n valve 4. R e p a ir o r re p la c e

5. Open o r leaking r e s e r v o ir d ra in cock 5. C lose, re p a ir o r re p la c e

(BRAKES FULLY APPLIED)

1. L eaking b ra k e c h a m b e r 1. R e p a ir o r re p la c e

2. L eaking a p p licatio n v alve 2. R e p a ir o r re p la c e

3. L eaking s e rv ic e lin e 3. R e p a ir o r re p la c e

4. L eaking c h a m b e r h o se s 4. R e p a ir o r re p la c e

5. D irt in tw o-w ay ch eck v alve. (If equipped w ith 5. C lean o r re p la c e

hand c o n tro l v alve and b ra k e s a r e applied by
th e foot v alv e, d ir t in th e tw o-w ay check valve
could c a u se a p r e s s u r e le a k a t the hand valve
ex h au st p o rt.)

6. D efective quick r e le a s e v alve 6. C lean o r re p la c e diap h rag m .

SA FETY VALVE “ BLOWS O F F ”

PROBABLE CAUSE REMEDY

1. Safety v alv e out of a d ju stm e n t 1. A djust

2. P r e s s u r e in s y s te m above n o rm a l 2. See c h a rt on “ A ir p r e s s u r e above n o r m a l”

3. G o v ern o r out of ad ju stm e n t 3. A djust

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 5B-82
AIR BRAKES
STOPMASTER TROUBLESHOOTING CHART
"F A IL -S A F E " PARKING BRAKE W ILL NOT RELEASE
PROBABLE CAUSE
1. A ir le a k in " F a il-S a fe " lin e s
2. L oose clam p rin g o r cap
3. L eakage at r e le a s e bolt
4. F aulty p isto n O -rin g s e a l
5. F o re ig n m a te ria l in " F a il-S a fe " c h a m b e r
6. Im p ro p e r wedge ad ju stm e n t
7. C o rro d e d " F a il-S a fe " sp rin g
"F A IL -S A F E " PARKING BRAKE W ILL NOT APPLY
PROBABLE CAUSE
1 . "F a il-S a fe " sp rin g not fully r e le a s e d
2. In o p erativ e p a rk in g b ra k e c o n tro l valve o r
quick r e le a s e valve
3. F o re ig n m a te ria l in c h a m b e rs o r p isto n stu ck
in cap
4. " F a il-S a fe " sp rin g fa ilu re
5. R o lle rs not aligned w ith p lu n g e rs o r wedge not
m ated w ith d ia p h ra g m p la te ro d
6. B rakes out of a d ju stm e n t
AUTOMATIC ADJUSTERS INOPERATIVE
PROBABLE CAUSE
1. Guide in sta lle d b a ck w ard s
2. Guide sp rin g m issin g o r w eak
3. P lunger s e a l fa ilu re
4. A djusting b o lt th re a d e d into a c tu a to r too tig h t
5. P lunger guide w a s h e r o m itted
REMEDY
1. Check a ir sy ste m and c o r r e c t le a k s
2. T ighten and check fo r a ir le a k s
3. R eplace p isto n and se a l asse m b ly
4. R eplace p isto n O -rin g se a l
5. C lean w ith so lvent and lu b ric a te
6. M ake wedge ad ju stm en t
7. R eplace cap and sp rin g assem b ly
REMEDY
1 . T u rn r e le a s e bolt co u n terclo ck w ise
2. Check o p era tio n of v a lv es as outlined in
M aintenance M anual and re p la c e if n e c e s s a ry
3. D isa sse m b le and clea n w ith solvent; lu b ric a te
pisto n and cap
4. R eplace cap and sp rin g a sse m b ly
5. Rem ove n o n -p re s s u re housing and check
in sta lla tio n of wedge
6. A djust b ra k e s ; check o p e ra tio n of autom atic
a d ju s te rs
REMEDY
1. Rem ove plu n g er guide com ponents and
re a s s e m b le
2. R eplace guide sp rin g
3. R eplace se a l; cle an and lu b ric a te actuation
p a r ts
4. Back off bolt 1 /4 tu rn
5. R eplace w a sh e r
CHEVROLET 40-60 TRUCK SERVICE MANUM
 Sec. 5B-83

AIR BRAKES

SERVICE BRAKES INOPERATIVE

PROBABLE CAUSE REMEDY

1. Low a ir p r e s s u r e 1. C heck s y ste m fo r le a k s

2. F au lty b ra k e c h a m b e r d ia p h ra g m 2. R eplace diap h rag m

3. Im p ro p e r b ra k e shoe ad ju stm e n t 3. A djust b ra k e sh oes

4. Im p ro p e r wedge a d ju stm e n t 4. Make wedge ad ju stm en t

5. P lunger s e a l fa ilu re 5. R eplace se a l and clean and lu b ric a te actuation

p a r ts

6. G re a s e on lin in g s 6. R eline b ra k e s and check s e a ls

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 SECTION 5C
P a M zitU f, fe n & k & i
EXTERNAL CONTRACTING BAND TYPE BRAKE

E x te rn a l c o n tra c tin g band type p a rk in g b ra k e 4. R em ove lock w ire fro m an chor sc re w , then
is m ounted at r e a r of tra n s m is s io n (fig. 1). b ack sc re w out u n til c le a r of an ch o r b a r.
B ra k e d ru m is a tta c h e d to th e tra n s m is s io n 5. Slide band and lin in g asse m b ly s tra ig h t to
output sh aft flange in conjunction w ith th e p ro p e lle r r e a r off b ra k e drum and a n ch o r b a r (fig. 1), r e ­
sh a ft u n iv e rs a l jo in t flan g e. The band and lining m oving band and lining a sse m b ly off o v er p ro p e lle r
a sse m b ly is s u p p o rte d a ro u n d th e d ru m by a b r a c ­ sh a ft.
k e t on the a d ju stm e n t sid e and an a n c h o r b a r on
th e sta tio n a ry s id e . B oth s u p p o rts a r e a tta c h e d to INSPECTION
the tra n s m is s io n c a s e . The band c o n tra c ts aro u n d 1. E xam ine b rak in g s u rfa c e of d ru m fo r ro u g h ­
th e d ru m when b ra k e is applied . n e s s o r sc o rin g . If d ru m is w orn o r dam aged, it
L inkage connecting p a rk in g b ra k e le v e r to m u st be re p la c e d .
b ra k e o p e ra tin g c a m s v a r ie s on d iffe re n t m o d els, 2. In sp e ct b ra k e lin in g . If w orn down c lo se to
how ever, ad ju stm e n t is m ade a t b ra k e a sse m b ly riv e t h ea d s, new lining m u st be in sta lle d .
in sa m e m an n e r. 3. E xam ine ten sio n and r e le a s e s p rin g s; r e ­
p la c e if w eak o r bro k en .
BAND TY PE ADJUSTM ENT (F ig. 1)
1. P la c e hand le v e r in fully r e le a s e d p o sitio n .
D isc o n n e c t b ra k e ro d o r cab le fro m o p e ra tin g
ca m s by rem o v in g c o tte r pin and c le v is p in .
2. R em ove lock w ire fro m an c h o r ad ju stin g
s c re w and tu rn a n c h o r sc re w a s n e c e s s a ry to ob­
ta in 0.0 0 5 ” to 0.015” betw een lining and d ru m .
In sta ll lo ck w ire in a n c h o r sc re w .
3. L o o sen lo ck nut on lo catin g bolt and tig h ten
ad ju stin g nut on lo catin g b o lt u n til th e re is a c le a r ­
an ce of 0.020” to 0.040” b etw een lo w er end of lin ­
ing and d ru m . M e a su re c le a ra n c e about 3 in ch es
fro m end of lin in g . W hen c o r r e c t c le a ra n c e is ob­
tain e d , tig h ten lo ck nut on lo catin g bo lt.
4. L oosen lo ck nut on ad ju stin g bo lt and tig h ten
ad ju stin g nut on a d ju stin g bo lt to obtain c le a ra n c e
of 0.020” to 0.040” betw een u p p e r end of lin in g and
d ru m . M e a su re c le a ra n c e about 3 in ch es fro m end
of lining. T ighten lo ck nut on ad ju stin g bolt.
5. A djust end on b ra k e ro d so th a t c le v is pin
m ay be fre e ly in s e r te d th ro u g h o p e ra tin g c a m s and
ro d end. In sta ll c le v is p in and c o tte r p in , then
tig h ten lo ck nut on ro d end. A 0.005” sh im m u st
p a s s fre e ly betw een d ru m and lin in g .
1 B ra k e B and 11 L ock Nut
BRAKE BAND REMOVAL (F ig . 1) 2 C am s 12 L ock W a sh er
1. D isco n n ect b ra k e ro d o r cab le fro m o p e r ­ 3 L in k s 13 B ra k e L inings
atin g c a m s. R em ove c le v is pin and o p e ra tin g c am s 4 C le v is P in s 14 R e le a se S p rin g s
fro m u p p e r end of a d ju stin g bo lt. 5 C am Shoe 15 B ra k e D ru m
2. R em ove nuts and w a s h e rs fro m lo w e r end 6 L ock Nut 16 A djusting B olt
of ad ju stin g b o lt. L ift a d ju stin g bo lt s tr a ig h t up out 7 A djusting Nut 17 A nchor B a r
of b ra k e band b ra c k e ts and su p p o rt, strip p in g r e ­ 8 L o cating B olt 18 A nchor S crew
le a s e s p rin g s and cam shoe fro m bo lt a s b o lt is 9 W a sh er 19 L ock W ire
rem o v ed . 10 A djusting Nut T-6708

3. R em ove n u ts fro m lo catin g b o lt, then r e ­

m ove bo lt. Figure 1—External Contracting Band Parking Brake

CHEVROLET 40-60 TRUCK SERVICE MANUAL


BRAKE BAND INSTALLATION (F ig . 1)
1. P la c e band and lining a sse m b ly o v e r p r o ­
p e lle r sh a ft. P la c e an c h o r s c re w s p rin g in d e­
p r e s s io n of an c h o r b a r , and c o m p re s s sp rin g as
band a n c h o r b ra c k e t is p la c e d o v e r an ch o r b a r .
2. In s ta ll an c h o r s c re w th ro u g h b ra c k e t and
s p rin g into an c h o r b a r . I n s e r t lo catin g bo lt up
th ro u g h band lo w er b ra c k e t and hole in su p p o rt
and in s ta ll nuts te m p o ra rily .
3. P la c e o p e ra tin g c a m s betw een lin k s and
in s ta ll new c le v is pin and c o tte r pin.
4. I n s e r t th re a d e d end of a d ju stin g bolt down
b etw een o p e ra tin g c a m s w ith hook to w ard r e a r of
v e h ic le . As bo lt is lo w e re d into p la c e it m ust p a s s
th ro u g h cam sh o e, band u p p e r b ra c k e t, u p p e r r e ­
le a s e sp rin g , b ra k e su p p o rt, lo w e r r e le a s e sp rin g ,
an d band lo w e r b ra c k e t. In s ta ll fla t w a sh e r, a d ­
ju stin g nut, lo ck w a s h e r, and lock nut on ad justing
b o lt.
5. A djust lin in g to d ru m c le a ra n c e and con­
n e c t b ra k e ro d a s d ire c te d u n d e r ’’B and Type A d­
ju s tm e n t.”
BRAKE DRUM REMOVAL
1. R em ove b ra k e band and lining a sse m b ly .
2. R em ove n u ts and lock w a s h e rs fro m b o lts
a tta c h in g p r o p e lle r sh a ft U -jo in t flange and b ra k e
d ru m to tra n s m is s io n output sh a ft flange. T e le s ­
cope p ro p e lle r sh aft at slip jo in t and lo w er end of
INTERNAL EXPANDING TYPE BRAKE
In te rn a l expanding type p a rk in g b ra k e is m ount­
ed at r e a r of tr a n s m is s io n . B ra k e su p p o rt p la te is
a tta c h e d to tra n s m is s io n r e a r b e a rin g cap o r r e ­
ta in e r w ith fo u r b o lts . B ra k e d ru m is m ounted b e ­
tw een u n iv e rs a l joint fla n g e s and is s e c u re d w ith
eight b o lts . W hen u s e d a s an em erg en cy b ra k e , at
Figure 2 —Internal Exp a n d in g Type Brake Adjustm ent
Sec. 5C-85
PARKING BRAKES
p r o p e lle r sh a ft to flo o r. R em ove if n e c e s s a ry , n u ts,
lo c k w a s h e rs , and b o lts attach in g p r o p e lle r sh aft
c e n te r b e a rin g h an g er b ra c k e t to c ro s s m e m b e r.
3. On som e v e h ic le s, b ra k e d ru m is m ounted
on fo rw a rd sid e of tra n s m is s io n m ain sh aft co m ­
panion flange, and on o th e r v e h ic le s it is m ounted
on r e a r sid e of flange. If m ounted on r e a r sid e of
flange, d ru m m ay be rem o v ed w ithout rem oving
flange; if m ounted on fo rw a rd sid e of flange, r e ­
m ove re ta in in g nut and flange fro m output sh a ft.
P r e s s s e r r a te d b o lts fro m flange to s e p a ra te d rum
fro m flange.
BRAKE DRUM INSTALLATION
1. W ipe m ating s u rfa c e s of b ra k e d ru m and
output sh a ft flange clean . P o sitio n b ra k e d ru m on
flange and p r e s s s e r r a te d b o lts into p la c e . R ep lace
d ru m a sse m b ly and re ta in in g nut on output sh aft.
R e fe r to " S p e c ific a tio n s” in "TRANSMISSION ON-
VEHICLE SERVICE OPERATIONS" (SEC. 7B) in
th is m anual fo r nut to rq u e on v a rio u s tr a n s m is s io n
m o d els.
2. P o sitio n p r o p e lle r sh aft flange a g a in st the
b ra k e d ru m (or output sh aft flange). If rem o v ed ,
a tta c h p ro p e lle r sh a ft c e n te r b e a rin g h an g e r b r a c ­
k e t to c ro s s m e m b e r. R ep lace a ll lock w a sh e rs and
n u ts and tig h ten s e c u re ly .
3. In s ta ll b ra k e band and lining a sse m b ly and
ad ju st b ra k e .
s t a r t of b rak in g actio n , b ra k e sh o es a r e fo rc e d out
a g a in st d ru m by a le v e r-o p e ra te d cam . T he s e lf-
e n erg iz in g actio n of both sh o es then co m p letes
b ra k e ap p lic atio n .
NOTE: E xcept in c a se of an em erg en c y , se t
p a rk in g b ra k e only a f te r veh icle is bro u g h t to a
co m p lete stop. P a rk in g b ra k e is not desig n ed for
r e g u la r u se in p la c e of s e r v ic e b ra k e s .
PARKING BRAKE ADJUSTMENT (F ig. 2)
A b ra k e ad ju stm e n t should be m ade b e fo re it
b eco m es n e c e s s a ry to pull hand b ra k e le v e r to
lim it of tra v e l to obtain a full b ra k e ap p licatio n .
1. J a c k up a t le a s t one r e a r w heel. B lock
w h eels and r e le a s e hand b ra k e .
2. R em ove c o tte r pin and c le v is pin connecting
pu ll ro d and r e la y le v e r. T his w ill a s s u r e fre e d o m
fo r full shoe r e le a s e .
3. R otate b ra k e d rum to b rin g one of a c c e s s
ho les into lin e w ith adju stin g s c re w a t bottom of
sh o e s.
4. Expand sh o es by ro ta tin g ad ju stin g sc re w
w ith s c r e w d riv e r in s e r te d th ro u g h hole in d ru m .
M ove o u te r end of s c re w d r iv e r away fro m d riv e
sh a ft. C ontinue a d ju stm e n t u n til sh oes a r e tight
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 5C-86

PARKING BRAKES

a g a in st d ru m and d ru m cannot be ro ta te d by hand.

B ack off a d ju stm e n t fo u r (4) n o tches and check
d ru m fo r f r e e ro ta tio n .
5. P la c e p a rk in g b ra k e le v e r in fully r e le a s e d
p o sitio n . T ake up s la c k in b ra k e linkage by pulling
b ack on c o n tro l le v e r ju s t enough to o v erco m e
sp rin g te n sio n . A djust c le v is of pull ro d to lin e up
w ith hole in re la y le v e r . I n s e r t c le v is pin and c o tte r
p in , then tig h ten c le v is lo ck nut.
6. L ow er r e a r w h e e ls. R em ove ja c k an d w h eel
b lo ck s.

BRAKE DRUM REMOVAL

1. J a c k up at le a s t one r e a r w heel. B lock
w h eels and r e le a s e p a rk in g b ra k e .
2. D isco n n ect u n iv e rs a l joint a t b ra k e d ru m ,
a s in s tru c te d u n d e r ap p lic a b le heading in "P R O ­
P E L L E R SHAFTS" (SEC. 4D) in th is m anual.
3. R em ove eight n u ts and lock w a s h e rs hold­
ing yoke flange and b ra k e d ru m . R em ove yoke
flan g e. L ift d ru m c a re fu lly off m ounting b o lts to
avoid dam age to th re a d s . 1 R e tu rn S p rin g s 7 Brake Shoe
2 A nchor Pin Link 8 P late Bolt
BRAKE DRUM INSTALLATION 3 C a m sh a ft 9 A djusting S crew
1. L ift b ra k e d ru m and in s ta ll c a re fu lly o v er 4 C o n tro l L e v e r Spring
b ra k e sh o es and onto eight m ounting b o lts. In s ta ll 5 L ink 10 A djusting S crew
yoke flange and eight n u ts and lo ck w a s h e rs . T ig h t­ 11 S upport Plate
6 R elay L e v e r
en nuts a lte rn a te ly and evenly. TPM-8399

2. A djust b ra k e a s d ire c te d u n d e r " P a rk in g

B ra k e A d ju stm e n t."
3. C onnect p r o p e lle r sh aft u n iv e rs a l joint a s
d ire c te d in "P R O P E L L E R SHAFTS" (SEC. 4D) of
th is m anual.
BRAKE SHOE REMOVAL (F ig . 3)
NOTE: O utput sh a ft flange is re m o v e d in fig ­
u r e 3 fo r c la rity of illu s tra tio n ; it is not n e c e s s a ry
to re m o v e flange to re m o v e b ra k e sh o e s.
1. R em ove two r e tu r n sp rin g s and an ch o r pin
lin k fro m cam ends of b ra k e sh o e s. S p read ends
of b ra k e sh o es f a r enough to p e rm it re m o v a l fro m
su p p o rt p la te . R em ove sh o e s, then s e p a r a te by r e ­
m oving ad ju stin g s c re w and ad ju stin g sc re w sp rin g .
2. R ep lace lining if w orn down c lo se to riv e t
h e a d s. R iv et new lining s e c u re ly and evenly on
sh o e s.
3. In sp e c t two shoe r e tu r n sp rin g , and a d ju s t­
ing sc re w sp rin g . P a r t s dam aged o r w orn should
be re p la c e d w ith new p a r t s .
BRAKE SHOE INSTALLATION (F ig . 3)
1. Apply thin coat of S17 S pecial L u b ric a n t
on s u rfa c e of su p p o rt p la te a t p o in ts in contact
w ith b ra k e sh o e s. Apply S17 sp a rin g ly to so ck et
end of a d ju stin g sc re w and in s ta ll ad ju stin g sc re w
so c k et.
2. I n s e r t ad ju stin g s c re w betw een ad ju stin g
ends of b ra k e sh o e s. A djusting w heel should be
Figure 3 —Internal Expanding Type Brake Installed
n e a r e s t le ft shoe. In sta ll ad ju stin g sc re w sp rin g .
3. S p read a p a rt cam ends of b ra k e sh o e s. L ift
sh o es v e rtic a lly and push into p o sitio n on su p p o rt
p la te . In s ta ll an ch o r pin b ra c e and two shoe re tu rn
s p rin g s .
SU PPO RT PL A T E REMOVAL (F ig. 3)
1. R em ove p ro p e lle r sh aft flange at m ain sh aft
as d ire c te d in "TRANSMISSION ON-VEHICLE
SERVICE OPERATIONS" (SEC. 7B) of th is m anual.
2. R em ove b ra k e shoe and lining a s s e m b lie s .
3. Rem ove c o tte r pin and c le v is pin attaching
c o n tro l le v e r to link.
4. M ark co n tro l le v e r and cam sh a ft so that
p a r ts m ay be p ro p e rly re a s s e m b le d . L oosen clam p
b o lt and slid e c o n tro l le v e r off s e r r a te d c am sh a ft.
R em ove c am sh aft fro m cam sh aft b ra c k e t.
5. R em ove b o lts attach in g p la te to tr a n s m is ­
sio n r e a r b e a rin g cap, then re m o v e p la te .
6. R em ove c o tte r pin, nut, w a sh e r, and re la y
le v e r. In sp e c t re la y le v e r bushing. R eplace dam ­
aged o r badly w orn b u shings.
SU PPO RT PLA TE INSTALLATION (F ig. 3)
1. P o sitio n su p p o rt p la te on p ilo t of tr a n s m is ­
sio n r e a r b e a rin g cap o r r e ta in e r and align bolt
h o le s. In s e r t fo u r b o lts and tighten se c u re ly .
2. In s ta ll cam sh aft in c am sh aft b ra c k e t. Align

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 5C-87

PARKING BRAKES

c o n tro l le v e r m a rk w ith m a rk on c a m sh a ft and in ­ 5. R ep lace re la y le v e r, w a sh e r, and nut on

s ta ll c o n tro l le v e r. T ighten clam p nut. s h a ft. T ighten nut lig h tly , then b ack up to f i r s t hole
3. In s ta ll b ra k e shoe and lining a s s e m b lie s . and in s ta ll new c o tte r pin. Nut should not be tight
4. In s ta ll p ro p e lle r sh a ft flange a t m ain sh aft enough to r e s t r i c t m ovem ent of re la y le v e r. In s e r t
a s d ire c te d in "TRANSMISSION ON-VEHICLE c le v is pin th rough h o les in co n tro l le v e r and link
SERVICE OPERATIONS" (SEC. 7B) of th is m anual. and s e c u r e w ith new c o tte r pin.

OPTIONAL AIR-OPERATED PARKING BRAKE

M odels in th is m anual u sin g a i r b ra k e sy s te m s t e r Super " F a il-S a fe ." F o r in fo rm atio n concerning

m ay have in s ta lle d , a s o p tional equipm ent, one of th e s e fe a tu re s r e f e r to "AIR BRAKES" (SEC. 5B)
th e follow ing p a rk in g -e m e rg e n c y b ra k e sy ste m s: of th is m anual u n d er a p p ro p ria te heading.
"A n ch o rlo k ," S to p m a ste r " F a il-S a fe ," o r S to p m as­

SPECIFICATIONS

INTERNAL
BRAKE T YP E BAND BAND EXPANDING
Brake Size................................................................. .............................................................. 9 V 2 x 2V2 9V2 x 3 11x2
Brake Drum Diameter
Outside.................................................................. ............................... 9 /2" 9W —

Inside..................................................................... — — 11"
Lining Length (approx.)........................................... .............................................................. 275/s" im —

In te rn a l.................................................................. — — —
External.................................................................. — — —
Lining W idth................................................................ ............................... 2/2" 3" 2"
Lining Thickness........................................................ .............................................................. 5/ie " 5/l6 " Va "
Total Lining Area (Sq. In .)...................................... ............................... 67.5 85.0 41.75

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 SECTION 5D
Aik GosnpAedA&iA and Qauefrnote,
GENERAL INFORMATION
B endix-W estinghouse a ir c o m p re s s o rs a r e
u se d on a ll m o d els c o v e re d by th is m anual.
S tan d ard a i r c o m p re s s o rs a r e 7% cubic feet
p e r m inute cap acity and a r e a i r cooled. 12 cubic
fe e t c o m p re s s o rs a r e a v a ila b le a s optional equip­
m ent. They a r e a i r o r w a te r cooled.
R em oval and in s ta lla tio n p ro c e d u re s a r e a p ­
p lic a b le to both M id lan d -R o ss and B en d ix -W estin g ­
house c o m p re s s o rs .
DESCRIPTION
The a i r c o m p re s s o rs co v e re d in th is m anual
a r e tw o -c y lin d e r, p isto n type c o m p re s s o rs . The
ra te d cap acity of an a i r c o m p re s s o r is its p isto n
d isp la c e m e n t in cubic fe e t p e r m inute when o p e r­
ating at 1250 rp m . The s ta n d a rd a i r c o m p re s s o rs
u se d on th e s e m odels a r e r a te d a t 7% cubic feet
p e r m inute. O ptional a ir c o m p re s s o rs a r e r a te d at
12 cubic fe e t p e r m inute. T he c o m p re s s o r m odel
nu m b er is shown on a nam e p la te w hich is a tta c h e d
Figure 1—A ir Com pressor Installed
(Typical Right Side M ount)
to the cy lin d er block.
A ll c o m p re s s o rs a r e lu b ric a te d by oil fro m
the engine lu b ric a tio n sy ste m . S tan d ard c o m p re s s ­
o r s a r e cooled by a ir fro m the fan asse m b ly and
optional c o m p re s s o rs a r e cooled by coolant fro m
th e engine cooling sy ste m .
E ach c o m p re s s o r is equipped w ith a g o v ern o r
a sse m b ly , w hich is attac h ed to the cy lin d er head
o r cy lin d er block. T h is g o v e rn o r, in conjunction
w ith the a ir c o m p re s s o r unloading m echanism ,
c o n tro ls the c o m p re ssio n of a ir .
COM PRESSOR MOUNTING
AND DRIVE
(R efer to F ig u re s 1 and 2)
A ir c o m p re s s o r and d riv e in sta lla tio n s v ary
fro m one m odel to an o th e r. Some a r e m ounted on
sw ivel type b a se s and b e lt ten sio n is ad ju sted by
m eans of an adjusting a rm . On o th e r ty p es, b elt
te n sio n is ad ju ste d by adjusting an id le r pulley.
The c o m p re s s o r b e lt can be tightened o r lo o s­
ened a s n e c e s s a ry by m oving com plete assem b ly
on sw ivel type o r by m oving id le r pulley on s ta ­
tio n a ry type.
Figure 2 —A ir Com pressor Installed
(Typical Left Side M ount)
CHEVROLET 40-60 TRUCK SERVICE MANUAL

The a i r c o m p re s s o r is m ounted on a b a se with
fo u r b o lts o r fo u r b o lts and n u ts. T his b a se in c o r­
p o r a te s a lu b ric a tin g oil r e tu rn d ra in hole and a
b o ss w hich p e r m its the u se of one la rg e pivot bolt
o r two s m a lle r pivot b o lts a s a m ethod of fasten in g
th e b o tto m of the a ir c o m p re s s o r. T h is b a se also
p ro v id e s a pivot point fo r d riv e b e lt ten sio n a d ju s t­
m ent. The pivot bolt and nut s e c u re the a ir com ­
p r e s s o r a sse m b ly to a su p p o rt b ra c k e t w hich is
a tta c h e d to the veh icle engine at the c y lin d er block
o r lo w e r fro n t engine c o v e r (dependent on v eh icle
m o d e l).
T he s iz e , shape, and re la tiv e a rra n g e m e n t of
th e ad ju stin g a rm , the a d ju stin g a rm b ra c k e t, the
b a se and th e su p p o rt b ra c k e t a r e d e te rm in e d by
the re q u ire m e n ts fo r each individual m odel.
A ll c o m p re s s o rs u se d by th e s e m odels a re
b e lt-d riv e n and a r e equipped w ith a p ro p e r siz e
p u lley , to p ro d u c e the rp m reco m m en d ed by the
m a n u fa c tu re r. When re p la c in g a pulley, it is of the
u tm o st im p o rta n c e th a t th e c o r r e c t one be u sed .
Som e p u lle y s have a p u lle r groove in the hub.
U se th is groove when rem o v in g pulley to p re v e n t
dam ag e. U se e x tra c a r e in rem oving a p ulley w ith­
out the groove.
F o r b elt te n sio n a d ju stm e n t, r e f e r to p ro c e d u re
u n d e r "D riv e B elt M aintenance and A djustm ent"
la te r .
COMPRESSOR LUBRICATION
L u b ric a tin g oil, u n d e r p r e s s u r e fro m the en­
gine lu b ric a tio n s y s te m , e n te rs d rille d c ra n k sh a ft
th ro u g h the c ra n k sh a ft b e a rin g cap and lu b ric a te s
the connecting ro d b e a rin g s . Some of the oil th at
flow s betw een sid e s of connecting ro d b e a rin g s and
ch eek s on c ra n k sh a ft is sp ra y e d upw ard. T his oil
lu b ric a te s the p isto n p in bu sh in g s and th e cy lin d er
w a lls . The oil d ra in s fro m c o m p re s s o r into the
m ounting b ra c k e t and r e tu r n s d ire c tly to the engine
c ra n k c a s e .
THROW AW AY CAN BE CLEANED
PAPER FOAAA T-6882
Figure 3 —Com pressor A ir Filter
Sec. 5D-89
AIR COMPRESSORS AND GOVERNORS
COMPRESSOR AIR INTAKE
A ir s tr a in e r s (f ilte rs , fig. 3) u se d on any of
th e se c o m p re s s o rs a r e of the re p la c e a b le p a p e r-
type o r poly u reth an e foam . B endix-W estinghouse
a i r c o m p re s s o rs have a p a p e r a ir c le a n e r which
sn ap s on and off fo r re p la c e m e n t. To re p la c e
foam type, re m o v e two s c re w s and f ilte r c o v er.
The p u rp o se of f ilte r s is to f ilte r incom ing a ir and
to rem o v e im p u ritie s , m o istu re , d irt, e tc ., b efo re
it is c o m p re sse d into the v e h icle a ir b ra k e
s y ste m .
The p a p e r f ilte r elem ent CANNOT be cleaned
and re in s ta lle d , but m u st be re p la c e d w ith new
f ilte r . F o a m -ty p e elem ent is clean ab le in cleaning
solution by im m e rsin g and squeezing u n til clean .
Apply oil sp a rin g ly . F ilte r should be checked at
in te rv a ls depending on location and clim a te in w hich
v eh icle o p e ra te s .
The c o m p re s s o r ru n s continuously w hile the
engine is running but the actu al c o m p re ssio n of a ir
is c o n tro lle d by the go v ern o r and the unloading
m ech an ism . D uring the dow nstroke of the p isto n
(inlet valve open) a slig h t vacuum is c re a te d , d raw ­
ing a tm o sp h e ric a i r through the f ilte r into the c y l­
in d e r ch a m b e r. T h is a i r is c o m p re sse d by the up­
w a rd p isto n stro k e (inlet valve closed) and is f o r c ­
ed out through the d isc h a rg e valve into the tru c k
a i r b ra k e s y s te m (re s e rv o ir) .
AIR COMPRESSOR AND
G O V ER N O R MAINTENANCE
S e rv ic e c o m p re s s o r a ir s tr a in e r a t in te rv a ls
reco m m en d ed in LUBRICATION (SEC. 0) in th is
m anual. P e r fo rm the follow ing insp ectio n and m a in ­
ten an ce o p e ra tio n s a t in te rv a ls d e te rm in e d by tru c k
o p era tin g conditions:
1. R em ove cy lin d e r head and clean carb o n
fro m in let and d isc h a rg e valv es. If v alv es a re
dam aged in any way, re p la c e w ith new p a r ts .
2. M ake s u re c o m p re s s o r d isc h a rg e line is
not choked w ith carb o n .
3. C heck g o v ern o r c u t-in and c u t-o u t p r e s ­
s u r e s and a d ju st, if n e c e s s a ry . R e fe r to "G overnor
A d ju stm en t" la te r in th is sectio n .
4. C heck c o m p re s s o r and b ra c k e t m ounting
b o lts fo r lo o se n e ss, and tighten if n e c e s s a ry .
5. Make s u re a ll oil, and a ir lin e connections
a r e tig h t and not leaking.
6. C heck c o m p re s s o r d riv e b e lt ten sio n and
a d ju st if n e c e s s a ry .
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 5D-90

AIR COMPRESSORS A N D GOVERNORS

DRIVE BELT MAINTENANCE

AND ADJUSTMENT
MAINTENANCE
D riv e b e lt m u st be kep t a t p ro p e r te n sio n . A
lo o se b e lt w ill lo w er output of c o m p re s s o r, w hile
a tig h t b e lt w ill c au se ev en tu al b e a rin g f a ilu re . A
re g u la r , p e rio d ic in sp e c tio n is reco m m en d ed to
check condition and te n sio n of d riv e b e lt. R ep lace
b e lt if fra y e d o r badly w orn.

ADJUSTMENT
1. L oosen bolt a t a d ju stin g a r m o r id le r p u lley.
L oosen pivot b o lt a t m ounting b ra c k e t if u se d .
2. P o sitio n c o m p re s s o r o r id le r p u lley so th at
a read in g of 120-130 lb s. (new belt) o r 80-90 lb s.
(used belt) is o b tain ed on b e lt ten sio n gauge (Tool
N um ber J-23600).
Piston
3. T ighten b o lt on ad ju stin g a rm o r id le r pulley
se c u re ly . When u sed , TIGHTEN PIVOT BOLT NUT.
Figure 4 —Unloader A ssem bly Components (B-W )
NOTE: A b elt is c o n sid e re d u se d a f te r 2 h o u rs
of o p era tio n o r 50 to 100 m ile s .
5. U se new g ask et and m ake s u re m ating s u r ­
fa c e s of c o m p re s s o r c ra n k c a se and m ounting b r a c ­
k et a r e clean . P o sitio n c o m p re s s o r on m ounting
COMPRESSOR REPLACEMENT b ra c k e t and a tta ch w ith b o lts. Connect c o m p re sso r
a d ju stin g a r m to b ra c k e t on sid e of c o m p re s s o r
REMOVAL c y lin d er head o r block. Do not tighten.
1. E xhaust c o m p re s s e d a i r fro m a i r s y s te m . 6. C onnect a i r and oil lin e s to c o m p re s s o r.
2. D isco n n ect a i r and o il lin e s fro m co m ­ C heck a ll connections fo r tig h tn e ss. C onnect w a te r
p r e s s o r . If c o m p re s s o r is a w a te r-c o o le d m odel, lin e s (when used) and fill cooling sy ste m .
a ls o d isco n n ect w a te r lin e s . 7. P la c e d riv e b e lt in c o m p re s s o r pulley and
ad ju st b e lt ten sio n a s p re v io u sly d ire c te d .
3. L oo sen pivot b o lt a t c o m p re s s o r b a s e , then 8. A djust g o v ern o r a s d ire c te d la te r .
lo o sen c o m p re s s o r a d ju stin g a r m b o lt. T ilt co m ­
p r e s s o r and rem o v e d riv e b elt fro m c o m p re s s o r
p u lley .
UNLOADER ASSEMBLY
4. D isconnect a d ju stin g a r m fro m c o m p re s s o r
by rem o v in g ad ju sting a r m b o lt. REPLACEMENT
5. R em ove b o lts a tta c h in g c o m p re s s o r c ra n k ­ U nloader a s s e m b lie s can be re p la c e d w ithout
c a s e to m ounting b ra c k e t. L ift a ir c o m p re s s o r a s ­ rem oving c o m p re s s s o r fro m the v eh icle.
sem b ly off m ounting b ra c k e t.

INSTALLATION
1. C lean oil supply lin e to c o m p re s s o r and if
p o s s ib le , ru n engine a few seco n d s to be s u r e oil
supply to c o m p re s s o r is flowing fre e ly .
2. C lean o il r e tu r n lin e o r p a s s a g e th ro u gh
c o m p re s s o r m ounting b ra c k e t to be s u r e o il fro m
c o m p r e s s o r c ra n k c a se can re tu r n to engine c ra n k ­
c a se .
3. L u b ric a te c o m p re s s o r cy lin d e r w a lls and
b e a rin g s w ith lu b ric a tin g oil b e fo re p lacin g co m ­
p r e s s o r in p o sitio n .
4. C lean o r re p la c e any dam aged o r d irty a ir
lin e s w hich may be c o rro d e d b e fo re connecting
th e m to th e c o m p re s s o r.
BENDIX-WESTINGHOUSE
P a r ts a r e a v ailab le in a kit fo r rep la cin g un­
lo a d e r a sse m b ly . U nloader p a r ts (fig. 4) may be
changed w ithout rem oving cy lin d er head a s follow s:
R em oval (F ig. 5)
1. R em ove a ir in let elbow and d is c a rd gask et.
2. In s e rt s c re w d riv e r blade u n d er u n loader
s p rin g and r a is e sp rin g off u n lo ad e r sp rin g sad d le.
R em ove sp rin g and sp rin g sad d le .
3. L ift each p lu n g er guide and rem o v e guide
and p lu n g er. L ift p isto n s out of b o re s . If p isto n is

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 5D-91

AIR COMPRESSORS AND GOVERNORS

R E M O V IN G O R R E P L A C IN G R E M O V IN G U N L O A D E R R E M O V IN G U N L O A D ER PIS T O N S
U N L O A D E R S P R IN G PIS T O N U S IN G A IR PRESSU RE

Figure 5 —Rem oving Unloader Com ponents IB-W )

IN S T A L L IN G U N L O A D E R IN S T A L L IN G G U ID E A N D P L U N G E R IN S T A L L IN G U N L O A D E R
P IS T O N O N U N L O A D E R P IS T O N S P R IN G A N D SA D D LE

Figure 6 —Installing Unloader Components (B-W )

not e a sily re m o v ed , build up a i r p r e s s u r e in s y s ­ p lu n g e r. P la c e each guide and plu n g er in positio n

te m u n til g o v ern o r cu ts out, ra is in g p isto n . If co m ­
p r e s s o r has been re m o v e d fro m v eh icle, u se a ir
p r e s s u r e a s shown in fig u re 5.
In s ta lla tio n (F ig. 6)
1. C arefu lly in s e r t each p isto n , com plete w ith
O -rin g and b ack-up rin g , in b o re .
2. Slide p lu n g er guide down o v e r unlo ad er
above u n lo ad er p isto n , then push guide down o v er
top of p isto n .
3. In sta ll u n lo ad er sp rin g and sp rin g sad d le.
M ake s u r e sad d le r e s ts sq u a re ly on top of p lu n g e r
g u id es, and m ake s u re top of sp rin g engages sp rin g
s e a t in c y lin d er block.
4. In s ta ll new gask et a t a i r in le t and connect
a i r in let elbow.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 5D-92

AIR COMPRESSORS A N D GOVERNORS

AIR COM PRESSOR GO VERN O R

DESCRIPTION th is positio n leakage could a lso be p a s t th e u p p er

p isto n gro m m et.
The g o v e rn o r, o p e ra tin g in conjunction w ith
a i r c o m p re s s o r unloading m ech an ism , a u to m a tic ­ If th e re is e x c e ssiv e leak ag e, re p la c e o r o v e r­
ally c o n tro ls a i r p r e s s u r e in th e a i r b ra k e o r a ir haul g o v ern o r.
supply s y s te m b etw een th e d e sire d , p re d e te rm in e d
m axim um and m inim um p r e s s u r e s . The a i r co m ­ GO VERN O R ADJUSTMENT CHART
p r e s s o r ru n s continually w hile th e engine ru n s,
but ac tu a l c o m p re s sio n of a ir is c o n tro lle d by the Cut-In Cut-Out
g o v ern o r w hich sto p s o r s t a r t s c o m p re ssio n when Governor Pressure Pressure
the m axim um o r m inim um p r e s s u r e s a r e re a c h e d .
All 105 psi 125 psi

MAINTENANCE
E v ery 500 o p e ra tin g h o u rs o r a f te r ev ery
15.000 m ile s , c le a n o r re p la c e g o v e rn o r f ilte r s .
E v e ry 3,000 o p e ra tin g h o u rs o r a f te r e v ery
100.000 m ile s, d isa ss e m b le th e g o v ern o r and clean
and in sp e c t a ll p a r ts . R e p a ir g o v ern o r if n e c e s s a ry .
G O V ERN O R ADJUSTMENT
R ead ju stm en t may be n e c e s s a ry if th e range
fa lls below 15 p s i o r if th e p r e s s u r e se ttin g s a r e
in c o r re c t. B efo re m aking any ad ju stm e n ts, check
go v ern o r f ilte r and g o v ern o r supply lin e ( r e s e r ­
voir) fo r any r e s tr ic tio n , then p ro c e e d a s follow s:

BENDEX-WESTINGHOUSE (Fig. 7)
G O V ER N O R TESTS 1. U nscrew ru b b e r c o v e r and rem o v e it fro m
the g o v e rn o r.
OPERATING TEST 2. L oosen adju stin g sc re w lock nut.
S ta rt th e engine and bu ild up a i r p r e s s u r e in 3. U sing a s c re w d riv e r, tu rn ad ju stin g sc re w
sy ste m . O b se rv e re a d in g on a i r p r e s s u r e gauge in co u n terclo ck w ise to r a is e p r e s s u r e se ttin g s . T urn
gauge p an el when g o v e rn o r c u ts-o u t, stopping co m ­ ad ju stin g sc re w clockw ise to lo w er th e p r e s s u r e
p re s s io n of a ir by th e c o m p re s s o r. R eading on se ttin g s in d icated in "G overnor A djustm ent C h a rt"
gauge when g o v e rn o r c u ts-o u t should be w ithin p re v io u sly in th is sectio n .
ra n g e shown on c h a rt a t rig h t.
W ith the engine s till running, slow ly re d u c e G O V ER N O R REPLACEMENT
a i r p r e s s u r e in th e s y s te m by applying and r e ­
le a sin g b ra k e s . O b se rv e p r e s s u r e r e g is te r e d by
gauge when g o v e rn o r c u ts -in and c o m p re ssio n is The follow ing p ro c e d u re s apply to a ll gov­
re su m e d . Gauge re a d in g when g o v e rn o r c u ts -in ern o rs.
should be w ithin ra n g e shown on c h a rt at rig h t.
REMOVAL
1. E xhaust a ir fro m sy ste m .
B efo re condem ning o r ad ju stin g the g o v ern o r,
be s u r e th e dash a ir gauge is re g is te rin g a c c u r a te ­ 2. D isconnect both ends of tube fro m go v ern o r
ly. U se an a c c u ra te te s t gauge to check p r e s s u r e to u n lo ad e r.
re g is te r e d by the d a sh gauge. If th e p r e s s u r e s e t­
3. R em ove nuts a n d /o r b o lts w hich fa ste n
tin g s of the g o v e rn o r a r e in a c c u ra te o r it is n e c ­
g o v e rn o r to c o m p re s s o r o r b ra c k e t.
e s s a ry th at they be changed, ad ju st g o v ern o r as
d e sc rib e d in the "A d ju stm en t” p ro c e d u re . 4. R em ove g o v ern o r.

LEAKAGE TEST INSTALLATION

L eakage ch eck s on th e g o v ern o r a r e m ade at 1. P la c e g o v e rn o r in p o sitio n on c o m p re s s o r
its ex h au st p o rt in both c u t-in and cu t-o u t p o s i­ b ra c k e t.
tio n s. In th e c u t-in p o sitio n , check exh au st p o rt 2. In sta ll nuts a n d /o r b o lts w hich fasten gov­
fo r in le t v alv e leak ag e by applying a soap solution e r n o r.
at the p o rt. L eakage could a lso be p a s t th e bottom 3. C onnect both ends of tube to g o v ern o r and
p isto n g ro m m e t. In the c u t-o u t p o sitio n check the u n lo ad e r.
ex h aust p o r t to d e te rm in e if leakage is p re s e n t 4. B uild up p r e s s u r e in s y ste m and check fo r
a t the ex h au st valve s e a t o r ste m g ro m m et. In o p era tio n and le a k s.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 5D-93

AIR COMPRESSORS AND GOVERNORS

1 R ubber C over
2 C o v er R etaining Ring
3 Lock Nut
4 U pper S pring Seat
5 A d ju ste r Screw Spring
6 L ow er Spring Seat
7 S pring Guide
8 L ow er Spring Seat
9 A d ju ster Screw 11 E xhaust Stem
10 Piston G ro m m et 12 E xhaust Stem Spring
4
13 W asher
14 E xhaust Stem G rom m et
2 ' \ 15 Piston
16 Valve
17 Valve Spring
18 Piston G rom m et
19 G overnor Body t p m -9 3 9 8

Figure 7 —A ir Com pressor Governor (B-W)

TROUBLESHOOTING COMPRESSOR PASSES EXCESSIVE OIL

E x c e ssiv e w e a r.
COMPRESSOR FAILS TO MAINTAIN D irty a i r s tr a in e r . (Im p ro p er a ir s tr a in e r
SU FFIC IEN T PRESSURE m aintenance.)
D irty in tak e s tr a in e r . High in le t vacuum .
R e s tric tio n in c o m p re s s o r cy lin d e r head in ­ Sm all oil re tu r n lin e .
ta k e o r d isc h a rg e c a v itie s o r in d isc h a rg e lin e. E x c e ssiv e oil p r e s s u r e .
L eak ag e o r b ro k en d is c h a rg e v alv es. O il supply o r re tu rn lin e s to c o m p re s s o r
E x c e s s iv e w e a r. flooded.
D riv e b e lt slip p in g . D efective o r w orn oil se a l rin g s in end c o v e r.
In le t v alv es stu c k open. P isto n rin g s not p ro p e rly in sta lle d .
W orn in le t v a lv e s. B ack p r e s s u r e fro m engine c ra n k c a se .
E x c e ssiv e s y s te m leak ag e o r u sa g e .

NOISY OPERATION COMPRESSOR NOT UNLOADING

L oo se d riv e p u lley .
R e s tric tio n s in c y lin d e r head o r d isc h a rg e lin e.
W orn o r b u rn e d out b e a rin g s .
C o m p re s s o r not g etting p ro p e r lu b ric a tio n .
E x c e ssiv e w e a r.
D efective un lo ad er p isto n s o r b o re s .
Intake cavity r e s tr ic tio n s .
D efective g o v ern o r.
U nloader lin e o r cavity to g o v ern o r r e s tr ic te d .
U nloader m ech an ism binding o r stuck.

NOTE
The a ir c o m p re s s o r is the only so u rc e of
supply fo r the v ehicle brak in g s y ste m . F aulty o p e r ­
ation of the c o m p re s s o r w ill r e s u lt in im p ro p e r
function of b ra k e s .

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 6A-1

SECTION 6A
Q aA & U H e Z w u n e i
C on ten ts of th is se c tio n a r e lis te d in Index below:

S ub ject P ag e No.
G e n e ra l I n f o r m a t i o n .................................................................................. 6A-1
E ngine L u b ric a tio n .................................................................................. 6A-1
E ngine M aintenance and T une-up ........................................................ 6A-2
T u ne-u p, C hecks, and A djustm en ts .....................................................6A-3
Engine R ep lacem en t
In -L in e Engine R e p l a c e m e n t ............................................................ 6A-8
V8 Engine R eplacem ent ................................................................... 6A-10
In -V eh icle S e rv ic e O p eratio n s
In -L in e Engine In -V eh icle S e rv ic e O p eratio n s .......................6A-11
V8 Engine In -V ehicle S e rv ic e O p e r a t i o n s ..................................3A-19
T o rq u e W rench S pecifications ............................................................ 6A-28
T ro u b le D iag no sis C h a rt ....................................................................... 6A-30

GASOLINE ENGINE APPLICATION CHART

ENGINE ENGINE
TRUCK SERIES STANDARD OPTIONAL TRUCK SERIES STANDARD OPTIONAL
CS40 250 292 CE50 350 366
SS40 250 - SE50 350 366
CE40 350 - TE50 350 366
CS50 292 - CE60 366 427
SS50 292 - ME60 366 427
TS50 292 “ TE60 366 427

GENERAL INFORMATION type of s e rv ic e in w hich the vehicle is u sed .

A definite, sy s te m a tic m aintenance p ro g ra m
is re q u ire d to a s s u r e s a tis fa c to ry econom ical p e r ­
fo rm a n c e of engine. Included in m aintenance p r o ­
g ra m m ust be th e s e rv ic in g of re la te d u n its and
s y s te m s a s w ell a s re g u la r tu ne-up of engine.
F req u en cy of tune-up is dependent upon the
T his se ctio n of m anual p ro v id es in stru c tio n s
fo r se rv ic in g th e v a rio u s ite m s and tuning the en­
gine. U nless o th erw ise sta te d , the p ro c e d u re s a r e
ap p licab le to a ll g aso lin e engines u se d in v e h icles
co v e re d by th is m anual. To adequately acco m p lish
a s a tis fa c to ry tu n e-u p , re lia b le te s t equipm ent in
the hands of tra in e d p e rso n n e l is n e c e s s a ry .

ENGINE LUBRICATION
IN-LINE ENGINES V8 ENGINES

L u b ric a tio n s y s te m fo r In -lin e engines is F ig u re s 2 and 3 show oil d ia g ra m s fo r V8

shown in fig u re 1. A fte r p a ssin g through full-flo w
o il f ilte r , o il is supplied u n d er p r e s s u r e to m ain
oil g a lle ry w h ere it is d istrib u te d to m ain b e a rin g s,
and cran k sh aft d rillin g s . H ydraulic valve lif te r s
re c e iv e oil fro m m ain g a lle ry . Oil m e te re d fro m
valve lif te r s p a s s e s th rou gh hollow push ro d s to
lu b ric a te in div idu ally-m o un ted ro c k e r a r m s .
eng ines. O il fro m sum p e n te rs o il pum p throu gh
sc re e n e d in le t. O il is d isc h a rg e d through p a s s a g e
lead in g to oil f ilte r . F ro m oil f ilte r the oil is d is ­
ch a rg e d into oil g a lle ry w hich su p p lie s o il to o th e r
p a s s a g e s w hich fu rn is h lu b ric a n t to cra n k sh a ft and
connecting ro d s, c am sh aft b e a rin g s, and valve
o p e ra tin g m ech an ism .

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 6A - 2

GASOLINE ENGINES

HYDRAULIC LIFTERS

OIL FILTER

T-3341

Figure 1—Lubrication D iagram for In-Line Engine

C y lin d er w a lls a r e s p la sh lu b ric a te d by oil

throw n fro m connecting ro d s .

LUBRICATION AFTER STORAGE

If engine h as not been ru n fo r so m e tim e (as

when v eh icle h as b een in sto ra g e ) th e lu b ric a tio n
s y s te m should be p rim e d to a s s u r e im m e d ia te
lu b ric a tio n when engine is s ta r te d . A p r e s s u r iz e d
c o n ta in e r containing engine oil m ay be u se d to
fo rc e o il th ro u g h o il p a s s a g e s in engine.
R em ove the oil p r e s s u r e sending u n it o r plug
in r e a r of rig h t oil g a lle ry and connect o il supply
to the th re a d e d p o rt to p rim e th e sy s te m . P r e s s u r ­
ize the s y s te m a t nom in al 30 p s i fo r m inim um of
15 seco n d s.

M aintenance A na,
ENGINE MAINTENANCE
SERVICING AIR CLEANERS
C a rb u re to r a i r c le a n e r s on a ll v e h ic le s r e ­
q u ire o c c a sio n a l s e rv ic in g . F o r type and lo cation
of a i r c le a n e rs , re c o m m e n d e d e le m e n t s e rv ic in g
in te rv a ls , and s e rv ic in g p ro c e d u re s , r e f e r to EN­
GINE FU EL SYSTEM (SEC. 6M) of th is m anual.
CHECKING AND MAINTAINING
CRANKCASE OIL LEV EL
D aily , o r o fte n e r if n e c e s s a ry , ch eck o il le v el.
C heck when a t o p e ra tin g te m p e ra tu re , and a fte r
engine h a s been stopped fo r a t le a s t five m in u tes.
R em ove d ip stick , w ipe clean , r e in s e r t and rem o v e
ag ain . The u p p er m a rk on d ip stic k is "F U L L ," the
lo w e r "ADD" o r "ADD O IL ." Keep le v e l a s c lo se
a s p o ssib le to "F U L L " m a rk w ithout o v e r-fillin g .
Do not o p e ra te w ith le v el below "ADD" o r "ADD
O IL" m a rk . D ip stic k is a t the rig h t sid e of engines.
W hen re p le n ish in g oil supply in c ra n k c a se , add oil
of sa m e b ra n d and quality a s is u se d when changing
o il.
R e fe r to LUBRICATION (SEC. 0) in th is m an­
u al fo r reco m m en d atio n s p e rta in in g to o il change
in te rv a ls and oil f ilte r re p la c e m e n t in te rv a ls .
CHECKING DRIVE BELTS
1. In sp e ct d riv e b e lts fb r e x c e ssiv e w e a r and
dam age. If no d e fe cts a r e found, check b e lts fo r
p ro p e r ten sio n .
2. When in sta llin g new d riv e b e lts o r a d ju s t­
ing old b e lts , u se ten sio n gauge to p ro v id e c o r r e c t
ten sio n .

CHEVROLET 40-60 TRUCK SERVICE MANUAL


CAUTION: Adjusting drive belts too
tightly will impose too great a load on
bearings in the driven units. Slipping will
occur if drive belts are not adjusted tight
enough. Belt life will be shortened if belts
are not properly tightened.
ENGINE OIL FILTER S
E ngine o il f i lt e r s a r e e ith e r s ta n d a rd o r op­
tio n a l equipm ent, and a r e e ith e r of two ty p e s. F il­
t e r s shown in fig u re s 1, 2, and 3 a r e th ro w -aw ay
ty p e. R ep laceab le e le m e n t type oil f ilte r (fig. 12).
is u se d a s optional equipm ent in s te a d of th ro w ­
aw ay f ilte r s on so m e eng in es.
REPLACING OIL F IL T E R
(THROW-AWAY TYPE)
1. U se f ilte r w re n c h to sc re w the oil f ilte r off
stu d on m ounting b ra c k e t. D is c a rd the f ilte r a s ­
sem b ly .
2. T horoughly c le a n g ask et a r e a on f ilte r
b ra c k e t.
3. F ill th e f ilte r w ith engine o il, then apply
engine oil on f ilte r g a sk e t (g ask et is bonded to
f ilte r a sse m b ly ), and th re a d f ilte r onto stu d until
g a sk e t c o n ta c ts b ra c k e t. T ighten f ilte r V2 tu rn a fte r
g a sk e t h as co n tacted th e m ating su rfa c e on f ilte r
b ra c k e t.
NOTE: When re p la c in g th e thro w -aw ay type
o il f ilte r u se d on so m e en g in es, a sp e c ia l w ren ch
(J-22775) is a v a ila b le fo r u s e e ith e r w ith a s lid e -
th ro u g h handle, o r w ith a so ck et handle, o r to rq u e
w re n c h . C o r r e c t to rq u e fo r f ilte r in s ta lla tio n is
20 to 25 foot-pounds.
4. S ta rt engine and in sp e c t fo r le a k s at oil
f ilte r . C heck c ra n k c a s e o il le v e l a t d ip stick . Add
o il if re q u ire d to r a is e lev el to "F U L L " m a rk .
REPLACING OIL F IL T E R ELEM EN T
(REPLA CEA B LE ELEM EN T TY PE FILTER)
TUNE-UP, CHECKS, AND ADJUSTMENTS
T U N E-U P SEQUENCE INDEX
M anual
S ubject P a g e No. Subject
In tro d u ctio n to Engine T une-up . . . . . . . 6A-4
S p a rk P lu g R e m o v a l ............................................. 6A-4
C y lin d er C o m p ressio n T e s t .............................. 6A-4
S p ark P lu g s S erv ice and In sta lla tio n . . . . 6A-4
Ignition S ystem S e r v i c e ......................................6A-4
B a tte ry and B a tte ry C able S e r v i c e ............... 6A-5
C hecking D riv e B e lts ......................................... 6A-5
C h arg in g C irc u it & Unit In sp e c t. & A djust. . 6A-5
M anifold H eat C o n tro l V a l v e .......................... 6A-3
Intake M anifold B olt T o rq u e .......................6A - 28
F u el L in es and F ilte r S e r v i c e .......................6A-5
C ooling S ystem Inspection .............................. 6^ - 5
Choke and T h ro ttle A d j u s t m e n t .......................6A-5
Sec. 6A-3
GASOLINE ENGINES
Figure 4 —M a n ifo ld Heat Control V alve on In-Line Engine
1. If f ilte r housing has d ra in plug, rem o v e
plug and allow oil to d ra in fro m housing. U se a
w ren ch to lo osen f ilte r housing bolt, then rem o v e
b o lt, housing, and f ilte r elem en t a s an a sse m b ly .
Rem ove housing g a sk et.
2. Rem ove elem en t fro m housing and d is c a rd
elem en t. C lean housing thoroughly. A lso clean f il­
te r b ra c k e t.
3. In s ta ll a new elem en t in the housing, fill
th e housing w ith new o il, p la ce housing g a sk e t at
f ilte r b ra c k e t, and in s ta ll housing and ele m en t a s ­
sem b ly . T ighten housing re ta in in g bolt to 45 fo o t­
pounds to rq u e .
4. S ta rt engine and in sp e ct fo r oil le a k s . If
n e c e s s a ry , add oil to r a is e oil lev e l to "F U L L ”
m a rk on d ip stick .
MANIFOLD HEAT CONTROL VALVE
(IN -LIN E ENGINES)
R e fe rrin g to fig u re 4, check fo r m ovem ent of
w eight on h eat c o n tro l valve sh aft. Shaft should
ro ta te fre e ly in bu sh in g s. If binding is noticed,
lu b ric a te sh a ft w ith g ra p h ite in alcohol. When en­
gine is cold, the sp rin g should ca u se valve to m ove
to c lo se d p o sitio n . R eplace sp rin g if d efectiv e.
M anual
P ag e No.
In stru m e n t C heck-out
Ignition S y s t e m .................................................6A-5
Ignition S y stem S p e c ific a tio n s .......................6A-5
C harging C irc u its
- V oltage and A m perage ...........................6A-5
C a rb u re to r A d ju stm en ts
R o c h e ste r C a r b u r e t o r ..................................... 6A-5
H olley C a r b u r e t o r ............................................. 6A-5
Bendix S tro m b e rg C a rb u re to r ...................6A-5
C ra n k c a se V entilation S y s t e m s ........................... 6A-7
A dditional O p eratio n s
C y lin d er H ead B olt T o rq u e and
R o ck er A rm A d ju s tm e n ts .......................... 6A-6
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 6A-4
GASOLINE ENGINES
INTRODUCTION
Engine tu n e-u p c o n s is ts of d ia g n o sis, and th e
re q u ire d p re v e n tiv e m ain ten an ce p e rfo rm e d a t
r e g u la r in te rv a ls to p ro v id e m axim um p e r f o r m ­
ance and econom y.
A s y s te m a tic p ro c e d u re m u st be follow ed
when tuning an engine. T he o p e ra tio n s sh o u ld be
p e rfo rm e d in seq u en ce su g g e ste d by "T une-up
Sequence Index" above.
NOTE: When p e rfo rm in g w o rk w h ere e le c ­
t r ic a l te rm in a ls could b e ac c id e n tally grounded,
d isco n n e c t th e b a tte ry c a b le s so no dam age to
c irc u its w ill re s u lt.
ENGINE TUNE-UP
SPARK PLUG REMOVAL
1. C lean a ll fo re ig n m a tte r away fro m aro u n d
s p a r k plu g s and w irin g u sin g c o m p re s s e d a i r . D is ­
connect s p a rk plug w ir e s , and lo o sen each s p a rk
plug one tu rn .
2. R econnect plug w ir e s , s ta r t engine and a c ­
c e le ra te to a p p ro x im a te ly 1,000 rp m . T h is is done
to blow away lo o se d ir t p a r tic le s and c a rb o n . F a il­
u r e to do th is in c r e a s e s the p o s s ib ility of fo re ig n
m a te ria l lodging u n d e r v a lv e s, w ith re s u lta n t fa ls e
re a d in g s and p o ssib le v alve dam age.
3. Stop engine, d isco n n ect plug w ire s and r e ­
m ove s p a r k p lu g s.
CYLINDER COMPRESSION TEST
1. W ith c a r b u r e to r choke and th ro ttle in w ide- re c tio n s b e fo re p ro ceed in g w ith tu n e-u p o p e ra tio n s.
open p o sitio n , o p e ra te s t a r t e r w ith re m o te c o n tro l
sw itch.
CAUTION: When using remote switch
to operate starter, the prim ary wire must
be disconnected from coil negative term ­
inal and ignition switch must be turned on.
Failure to do this will result in damaged
grounding circuit in ignition switch.
2. S ta rtin g w ith c o m p re s s io n gauge a t z e ro ,
c ra n k engine th ro u g h a t le a s t fo u r c o m p re ssio n
s tro k e s to obtain h ig h e st p o s s ib le read in g .
3. Make c o m p re s s io n check a t each c y lin d e r
and r e c o r d each read in g .
4. If so m e c y lin d e rs have low c o m p re ssio n ,
in je c t about one tab lesp o o n of engine o il into th e
co m bustio n ch a m b e r th ro u g h s p a rk plug hole.
C ra n k engine to s p re a d o il on cy lin d e r w a lls, then
re c h e c k c o m p re ss io n w ith gauge.
a . If c o m p re ssio n is h ig h e r but does not n e c ­
e s s a r ily re a c h n o rm a l p r e s s u r e , w orn p isto n rin g s and co il.
a r e in d ic a te d .
b . If c o m p re ssio n is not im p ro v ed by adding
o il to c y lin d e r, it is p ro b a b le th at v alv es a r e not
Figure 5 — Cylinder N um bering and Spark Plug
W ire Locations on In-Line Engine
p ro p e rly se atin g p o ssib ly due to stic k in g in guides,
o r b u rn ed valv es o r s e a ts .
c. If two a d jac en t c y lin d e rs have lo w er than
n o rm a l c o m p re ssio n , and injectin g o il into c y lin ­
d e rs does not in c re a s e c o m p re ssio n , the ca u se
m ay be a head g ask et le a k betw een th e c y lin d e rs.
T h is condition could be cau se of coolant leaking
into c y lin d e rs.
NOTE: An engine w ith low o r uneven com ­
p re s s io n cannot be tuned to g iv e p e a k p e rfo rm a n c e .
th e re fo re , it is im p o rta n t to m ake n e c e s s a ry c o r ­
SERVICE AND INSTALL SPARK PLUGS
1. In sp e ct a ll s p a r k p lu g s c a re fu lly . Look fo r
g lazed , b ro k en , o r b lis te re d p o rc e la in s and b u rn ed
e le c tro d e s .
2. If s p a r k p lu g s a r e se rv ic e a b le , u se an a b r a ­
siv e type c le a n e r su ch a s sand b la s te r to thorough­
ly cle an sp a rk p lu g s. F ile end of c e n te r e le c tro d e
fla t.
3. A djust s p a rk plug gaps to sp e c ific a tio n s,
and te s t w ith s p a rk plug t e s te r . If new plu g s a r e
re q u ire d , in s ta ll type and n u m ber sp e c ifie d in
ap p licab le T une-up C h art.
4. When in sta llin g s p a rk p lu g s, tig h ten to
s p e c ifie d to rq u e w ith to rq u e w ren ch and sp e c ia l
s p a rk plug so c k et w ren ch . C o rr e c t to rq u e is given
la te r in ap p licab le "T une-up C h a rt."
IGNITION SYSTEM SERVICE.
1. R em ove equipm ent a s re q u ire d to p ro v id e
a c c e s s to ignition d is trib u to r, s p a rk plug w ire s
2. C heck condition of w irin g . If any w ire s a r e
b r ittle , c ra c k e d , o r o th e rw ise dam aged, re p la c e
a s n e c e s s a ry .
CHEVROLET 40-60 TRUCK SERVICE MANUAL

Figure 6 —C ylinder N um bering and Spark Plug
W ire Locations on V8 Engine
3. In sp ect d is trib u to r cap fo r b u rned w ire
so c k e ts , c ra c k s , and fo r e ro s io n at te rm in a ls in ­
sid e cap. R ep lace th e d is trib u to r cap if it is not in
good condition. When in s ta llin g s p a rk plug w ire s ,
r e f e r to a p p ro p ria te view in fig u re 5 o r 6, show ing
c y lin d e r num b erin g , firin g o rd e r and d is trib u to r
cap w ire so c k e t n u m b erin g on each type of engine.
4. R e fe r to ENGINE ELECTRICA L (SEC. 6Y)
of th is m anual and in sp e c t ignition d is trib u to r
p o in ts , r o to r , and advance m ech an ism . M ake n e c ­
e s s a r y p a r ts re p la c e m e n t a n d /o r a d ju stm e n ts,
follow ing d ire c tio n s contained in the ENGINE
ELECTR IC A L se c tio n .
1 Air Cleaner 5 Manifold Fitting
2 Ventilation Valve 6 Intake Manifold
3 Flam e A rresto r 7 Rocker Arm Cover
4 Vacuum Line 8 HOSe T-3349
Figure 7 —Crankcase Ventilation System
on In-Line, 6 C ylinder Engine (Typical)
Sec. 6A-5
GASOLINE ENGINES
BATTERY AND BATTERY CABLE SERVICE
1. U sing b a tte ry h y d ro m e te r, check sp e c ific
g ra v ity of sto ra g e b a tte ry e le c tro ly te in each c e ll.
G rav ity read in g below 1.230 (c o rre c te d to 80°F .)
in d ic a te s insu fficien t c h a rg e .
2. U se a v o ltm e te r to check cranking v oltage.
D isconnect coil p r im a ry lead fro m n egative te r m ­
in al on coil to p re v e n t engine fro m firin g during
te s t.
3. W ith v o ltm e te r connected betw een coil p o s i­
tiv e te rm in a l and ground, o p e ra te s t a r t e r . V oltage
of 9 v o lts o r m o re when s t a r t e r is cran k in g engine
in d ic a te s th at b a tte ry , and ignition c irc u it to coil
a r e s a tis fa c to ry . If voltage read in g is le s s than 9
v o lts when engine is being cran k ed , o r if cranking
sp ee d is low; a weak b a tte ry , defectiv e s t a r t e r
sw itch, o r ex c e ssiv e re s is ta n c e in c irc u it e x is ts .
NOTE: If, when m aking check of cran k in g v o lt­
age, it is noted th at cran k in g sp eed is uneven, th is
is an in d ication of uneven c y lin d e r co m p re ssio n ,
defective s t a r t e r o r s t a r t e r d riv e.
4. In c a s e s w h e re lo o se, co rro d ed , o r o th e r ­
w ise defective b a tte ry ca b les a n d /o r w irin g a r e
found, the d efec ts m u st be c o rre c te d to e n su re
good engine p e rfo rm a n c e .
5. If b a tte ry is w eak o r show s o th e r evidence
of being defective, r e f e r to a p p ro p ria te co v erag e
in ENGINE ELECTRICA L (SEC. 6Y) in th is m anual
fo r m ethod of diagnosing b a tte ry d e fic ie n c ies.
CHARGING CIRCUIT AND
WIRING INSPECTION
R e fe r to ENGINE ELECTRICAL (SEC. 6Y) in
th is m anual fo r p ro c e d u re re q u ire d to check p e r ­
fo rm a n c e of ch arg in g c irc u it u n its.
COOLING SYSTEM INSPECTION
R e fe r to ENGINE COOLING SYSTEM (SEC.
6K) in th is m anual fo r a rra n g e m e n t of cooling
s y ste m u n its and fo r in sp ectio n and re q u ire d m ain ­
ten an ce p ro c e d u re s .
CARBURETOR THROTTLE
AND CHOKE LINKAGE
On m ost v e h ic le s it w ill be n e c e s s a ry to r e ­
m ove a ir c le a n e r o r a i r intake hose a d a p te r a t
c a r b u re to r to o b se rv e choke o p eratio n and actio n
of th ro ttle lin k ag e. A ll linkage m u st be m aintained
in fr e e w orking condition and should be checked a s
p a r t of tune-up p ro c e d u re . O il linkage pivot p oints
if any binding is evident. C om plete in fo rm atio n on
th ro ttle linkage is given in ENGINE FU EL SYSTEM
(SEC. 6M) in th is m anual.
INSTRUMENT CHECK-OUT
1. Hook up te s t equipm ent fo r u se in m aking
fin al a d ju stm e n ts. E quipm ent re q u ire d c o n s is ts of
dw ell m e te r, ta c h o m e te r, vacuum gauge and tim ing
lig h t.
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 6A-6

GASOLINE ENGINES
2. W ith engine running a t id le sp e e d , check 4. If blocking th e valve opening c a u se s a
dw ell angle and r e a d ju s t if n e c e s s a ry . change of le s s than 50 rp m , a clogged, o r p a rtia lly
3. W ith vacuum lin e to d is trib u to r d isc o n n e c t­ r e s tr ic te d ven tilatio n valve is in d icated.
ed and plugged, ru n engine a t id le sp eed and check
5. In s ta ll new valve a sse m b ly , o r if valve (fig.
ignition tim in g w ith tim in g lig h t. L oosen d is tr ib ­ 8) is o p e ra tiv e , re in s ta ll in ro c k e r a rm co v er.
u to r clam p and ro ta te d is trib u to r body to change
tim in g a s re q u ire d . T ighten d is trib u to r clam p and
IMPORTANT: At 2 4 -m onth o r 24,000 m ile
connect th e vacuum lin e a fte r checking tim in g.
in te rv a ls (w hichever o c c u rs firs t) th e c ra n k c a se
4. W hile o b se rv in g vacuum gauge and ta c h ­
ven tila tio n v alv es m ust be re p la c e d .
o m e te r, s e t engine id le sp eed and a d ju st c a r b u r ­
e to r id le m ix tu re s c re w s to p ro v id e ste a d y running
engine.
NOTE: If difficulty is e x p e rie n c ed in obtaining CRANKCASE VENTILATION SYSTEM
s a tis fa c to ry engine id le p e rfo rm a n c e , th e c au se (V8 ENGINE)
m ay be due to m alfunction of c ra n k c a s e v en tilatio n
v a lv e(s). In sp ectio n and s e r v ic e of v en tilatio n F ig u re 9 show s s y s te m com ponents on V8
v alv es a r e c o v ered la t e r u n d e r a p p ro p ria te headings engines.
5. R e fe r to ENGINE ELECTR IC A L (SEC. 6Y)
of th is m anual fo r in s tru c tio n s fo r checking voltage TESTING CRANKCASE VENTILATION
re g u la to r s e ttin g s , g e n e ra to r output, and s p e c ific a ­ VALVE OPERATION
tio n s on v a rio u s e le c tr ic a l equipm ent u n its . At r e g u la r m aintenance a n d /o r in sp e ctio n in-

CRANKCASE VENTILATION SYSTEM

(IN-LINE 6 CYLINDER ENGINE)
INSPECTIO N , SERVICE AND
UNIT R EPLA C EM EN T
F ig u re 9 show s ty p ic a l c lo se d type c ra n k c a se
v e n tila tio n on In -lin e engine. The v en tilatio n valve
(2) is in s e rte d in hole in r o c k e r a r m c o v e r and
fla m e a r r e s t o r (3) is u se d in a ir h o se (8) co n n ect­
ing a i r c le a n e r to r o c k e r a r m c o v e r.

TESTING CRANKCASE VENTILATION VALVE

Key n u m b e rs in te x t r e f e r to fig u re 7.
1. C onnect ta c h o m e te r and vacuum gauge a s
when se ttin g id le sp e e d and m ix tu re .
2. S ta rt engine and a d ju st id le m ix tu re and
id le sp eed .
3. R em ove v e n tila tio n valve (2) w ith h o se (4)
a tta c h e d . B lock th e in le t opening in v en tilatio n
valv e and note change in engine rp m .

Figure 8 —C rankcase Ventilation V a lve for Figure 9 —A rrangem ent of Crankcase

In-Line and V8 Engines (Typical) Ventilation Units on V8 Engine

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 6A-7

GASOLINE ENGINES
te r v a ls s e r v ic e th e v e n tila tio n u n its a s d ire c te d
below :
1. T e s t c ra n k c a s e v e n tila tio n v alve fo r p ro p e r
o p e ra tio n a s follow s:
a . C onnect ta c h o m e te r and vacuum gauge a s
w hen se ttin g id le sp eed and m ix tu re .
b . S ta rt engine and a d ju st id le m ix tu re and
id le sp eed .
2. R em ove v en tilatio n v alv e fro m r o c k e r a rm
c o v e r (hose a tta c h e d ), th en b lo ck th e in let opening
in v alv e and note the change in engine rp m . If blo ck ­
ing the opening c a u s e s a change of le s s th an 50
rp m , a clogged, o r p a r tia lly r e s t r i c te d v en tila tio n
v alv e is in d icated .
Figure 10—Use of O il Deflector Clips
VENTILATION VALVE R EPLA C EM EN T on In-Line and V8 Engines
1. To re p la c e c ra n k c a s e v en tilatio n valve.
R em ove the v alve a sse m b ly (fig. 9) fro m ro c k e r
A fte r cy lin d er head b o lts have been tightened,
a rm c o v e r w ith h ose attach ed .
ad ju st r o c k e r a r m stu d nuts a s h e re in d irected :
2. L oosen clam p and rem o v e valve fro m hose.
1. W ith engine running a t id le sp e ed and ro c k ­
3. In s ta ll v alve a sse m b ly (fig. 8) in hose and
e r a r m co v e r re m o v ed , in s ta ll oil d e fle c to r c lip s
tig h te n c la m p . I n s e r t v alve into g ro m m e t in ro c k e r
(fig. 10) to p re v e n t oil s p a tte r w hile adjusting
a r m c o v e r.
h y d rau lic lif te r p lu n g er p o sitio n .
IM PORTANT NOTE: A t 24 -m o n th o r 24,000 2. B ack off ro c k e r a r m stu d nut a t one ro c k e r
m ile in te r v a ls (w hichever o c c u rs f irs t) a new a r m u n til it begins to c la tte r , then tu rn stu d nut back
c ra n k c a s e v e n tila tio n v alve m u st b e in sta lle d . down slow ly un til th e c la tte r ju st sto p s. T his is
4. In sp e c t v e n tila tio n h o se s, flam e a r r e s t o r z e ro la s h p o sitio n .
and g ro m m e ts at s e rv ic e in te rv a l. C lean p a r ts a s 3. T u rn nut down X tu rn and p a u se 10 seconds
n e c e s s a r y to p e r m it fr e e flow of clean a i r to ro c k ­ u n til engine ru n s sm ooth. R epeat additional %
e r a r m c o v e r. tu rn s and 1 0 -second p a u s e s u n til stu d nut has been
tu rn e d down 1 fu ll tu rn fro m z e ro la s h p o sitio n .

CYLINDER HEAD BOLT TORQUE AND NOTE: The g ra d u a l tu rn in g down of ro c k e r

ROCKER ARM ADJUSTMENT
IN -L IN E 6, AND V8 ENGINES
U n less cy lin d e r head g a sk e t h as re c e n tly been
re p la c e d , it is not n e c e s s a ry to re to rq u e cy lin d e r
h ead b o lts a t r e g u la r tu n e-u p on 6 -c y lin d e r In -lin e
and V8 engines.
In c a s e s when tu n e -u p is being p e rfo rm e d im ­
m e d ia te ly follow ing c y lin d e r head g a sk e t re p la c e ­
m ent, ru n engine u n til thoroughly w arm ed up, then
re to rq u e c y lin d e r head b o lts u sin g to rq u e w rench
a d a p te r. F ig u re s 16, 32, and 33 show cy lin d e r
head bo lt tig h ten in g seq u en ce fo r 6- and 8 -c y lin d e r
en g in es.
a r m stu d nut is n e c e s s a ry to allow lif te r to ad ju st
its e lf and allow valve to com pletely c lo se each
tim e . If valve is held open, th e top of p isto n may
s tr ik e valve and c au se in te rn a l dam age a n d /o r
ben t p u sh ro d . N oisy valve lif te r s should be r e ­
p lac ed .
NOTE: P ro c e d u re fo r locating noisy lif te r s
is c o v e re d la te r u n d er "IN-VEH ICLE SERVICE
OPERA TIO N S.”
4. A djust r e s t of valve lif te r s in sa m e m an n er
a s d e sc rib e d in p re c e d in g ste p s 2 and 3.
5. R em ove d e fle c to r c lip s and in s ta ll ro c k e r
a r m co v e r usin g new g ask et.

R e fe r to Next P a g e F o r "E ngine T une-U p S p e c ific a tio n s.”

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 6A-8
GASOLINE ENGINES
TUNE-UP CHARTS
IN-LINE ENGINE TUNE-UP CHART
Except as otherwise indicated, the followir ig specifications apply to both engine models.
ENGINE TYPE AND
NUMBER OF CYLINDERS.................................................. In-Line, 6-Cyl.
COMPRESSION RATIO
250 Engine........................................................................................... 8.5:1
292 Engine........................................................................................... 8.0:1
CYLINDER COMPRESSION (PSI)
At Cranking Speed................................................................................ 130
Max. Variation Between C ylinders...................................................... 20
SPARK PLUG MAKE AND NUMBER
250 Engine..................................................................................AC-R46TS
292 Engine.................................................................................. AC-CR44T
Spark Plug Gap ( A ll) .......................................................................0.035"
Plug Tightening Torque (Ft.-Lbs.)........................................................15
IGNITION DISTRIBUTOR
Dwell Angle (Degrees)...................................................................... 31-34
Point Gap (N e w )...............................................................................0.019"
Point Gap (Used).............................................................................. 0.016"
Contact Lever Spring Tension (O z.).............................................. 19-23
V-8 ENGINE T UNE-UP CHART
Except as otherwise indicated, the following specifications apply to
all V8 engines.
ENGINE MODELS.................................................................. 350, 366, 427
NUMBER OF CYLINDERS AND ENG. TYPE................ 8 Cyl., V Type
COMPRESSION RATIO............................. 81
CYLINDER COMPRESSION (PSI)
At Cranking Speed......................................................... 150
Max. Variation Between C ylinders................................... 20
SPARK PLUG MAKE & NUMBER
350 Eng. & 427............................................................................ AC-R44T
366.................................................................................................. AC-R43T
Spark Plug Gap.............................................................................. 0.035"
Spark Plug Tightening Torque (Ft.-Lbs.)................................
IGNITION DISTRIBUTOR
Dwell Angle (Degrees)....................................... 28-32
£>*iaine (le^daoem e^ti
GENERAL
Two typ es of en g in es, n am ely “ In -lin e ” and
“ V8” a r e m ounted in d iffe re n t m an n er; hence,
th e p ro c e d u re s re q u ire d to rem o v e and in s ta ll each
type of engine w ill d iffe r. A lso, th e o p e ra tio n s r e ­
q u ire d to re p la c e engines w ill v a ry betw een m odels;
i.e ., conventional and tilt- c a b m odels.
IN-LINE ENGINES IN CONVENTIONAL
AND SCHOOL BUS MODELS
ENGINE REMOVAL
1. D ra in ra d ia to r.
FIRING ORDER............................................................................1-5-3-6-2-4
IGNITION TIM IN G ......................Refer to Ign. System Specs. (Sec. 6Y)
VALVE LASH.............................................................................................Zero
NOTE: Valve lifters are hydraulic type. Refer to “ Cylinder
Head Bolt Torque and Rocker Arm Adjustm ent”
in this section for instructions.
ENGINE GOVERNOR SETTING__ Refer to Governor Charts at end of
Gasoline Engine Fuel Systems (Sec. 6M) in this manual.
ENGINE IDLE SPEED................................ Refer to appropriate chart in
“ Gasoline Engine Fuel Systems” (Sec. 6M) in this manual.
FUEL PUMP PRESSURE (P S I)......................................................3V i-W z
CYLINDER HEAD BOLT
TORQUE (FT.-LB S .)...................................................................................95
Point Opening
N ew .............................................................................................. 0.019"
Used.............................................................................................. 0.016"
Contact Lever Spring Tension (Oz.)...............................................19-23
FIRING ORDER.................................................................. 1-8-4-3-6-5-7-2
IGNITION T IM IN G ..................... Refer to Ign. System Specs. (Sec. 6Y)
VALVE LASH.......................................................................................... Zero
Note: Valve lifters are hydraulic type. Refer to “ Cylinder
Head Bolt Torque and Rocker Arm Adjustm ent” in
this section for instructions.
ENGINE IDLE SPEED................................ Refer to appropriate chart in
“ Gasoline Engine Fuel Systems” (Sec. 6M) in this manual.
FUEL PUMP PRESSURE (P S I)..........................................................5-61/2
15
CYLINDER HEAD BOLT TORQUE (FT.-LBS.)
350 Eng................................................................................................ 60-65
366 & 427 ........................................................................................... 75-80
2. D isconnect b a tte ry .
3. R em ove hood attach in g p a r ts and rem o v e
hood.
4. R em ove b ra c e s w hich su p p o rt g r ille and
r a d ia to r asse m b ly .
5. R em ove ra d ia to r h o ses and h e a te r h o se s.
6. R em ove ra d ia to r and g rille a sse m b ly . R e­
f e r to SHEET METAL (SEC. 11) of th is m anual fo r
n e c e s s a ry info rm atio n when rem oving g rille and
ra d ia to r asse m b ly .
7. D isconnect fuel line a t fuel pum p.
8. R em ove a ir c le a n e r and c o v er c a rb u re to r
a ir in le t opening to p re v e n t e n tra n c e of d irt.
9. D isconnect choke co n tro l and a c c e le ra to r
linkage.
CHEVROLET 40-60 TRUCK SERVICE MANUAL

10. D isco n n ect ex h au st pipe fro m m anifold.
11. D isco n n ect w irin g h a rn e s s and b a tte ry
cab le .
12. R em ove flo o r m at and tra n s m is s io n co v er
fro m cab flo o r, then re m o v e hand b ra k e le v e r and
g e a rs h ift le v e r fro m tra n s m is s io n .
13. D isco n n ect p ro p e lle r sh a ft fro m tr a n s ­
m is s io n flange.
14. A ttach liftin g equipm ent to ta k e w eight of
p o w e r p la n t off m ountings, then re m o v e m ounting
b o lts and rem o v e r e a r c ro s s m e m b e r w hich is
b o lted in p la c e .
15. L ift engine and tr a n s m is s io n out of c h a s s is
a s an a sse m b ly .
16. R e fe r to TRANSMISSIONS AND CLUTCHES
(SEC. 7) fo r n e c e s s a ry in fo rm atio n to rem o v e
tra n s m is s io n and clu tch fro m engine.
ENGINE INSTALLATION
1. R e fe r to TRANSMISSIONS AND CLUTCHES
(SEC. 7) fo r in fo rm a tio n n e c e s s a ry to in s ta ll clutch
and tr a n s m is s io n on engine.
2. A ttach liftin g equipm ent and lift p ow er p lan t
into p la c e in c h a s s is . In s ta ll su p p o rt c ro s s m e m b e r
and in s ta ll engine m ountings. R e fe r to ENGINE
MOUNTINGS (SEC. 6D) of th is m anual fo r re q u ire d
in fo rm a tio n re g a rd in g engine m ountings.
3. C onnect p ro p e lle r sh a ft and hand b ra k e .
4. In s ta ll hand b ra k e le v e r and g e a rs h ift le v e r,
th en in s ta ll c o v e r in cab above tra n s m is s io n .
5. C onnect ex h au st p ipe to m anifold, m ake
e le c tr ic a l w irin g co n n ectio n s, and connect c a r b u r ­
e to r c o n tro l lin k ag e.
6. In s ta ll fro n t end sh e e t m e ta l and hood, r e ­
f e r r in g to SHEET METAL (SEC. 11) fo r n e c e s s a ry
in fo rm a tio n fo r fittin g hood.
7. In sta ll a i r c le a n e r, connect fuel lin e, and
fill cooling s y s te m .
8. F ill c ra n k c a se w ith o il to p ro p e r lev e l on
d ip stic k , r e f e r r in g to LUBRICATION (SEC. 0) in
th is m anual fo r rec o m m e n d e d type and v isc o sity .
9. In s ta ll b a tte ry and ch eck o p e ra tio n of e le c ­
tr i c a l equipm ent.
10. S ta rt engine and ch eck fo r coolant lea k s
and o il le a k s.
IN-LINE ENGINE REPLACEMENT
FOR TILT CAB MODELS
ENGINE REMOVAL
1. D ra in cooling s y s te m .
2. D isco n n ect b a tte ry c a b le s.
3. T ilt the cab fo rw a rd and rem o v e r a d ia to r
and sh ro u d .
Sec. 6A-9
GASOLINE ENGINES
4. D isconnect sh ift linkage a t co n tro l islan d .
5. D isconnect th ro ttle and choke c o n tro ls at
c a r b u r e to r . A lso d isconnect p a rk in g b ra k e cable
and housing to allow m ovem ent of c o n tro l isla n d .
6. R em ove b o lts w hich hold c o n tro l isla n d to
su p p o rt, then sw ing c o n tro l isla n d fo rw ard .
7. D isconnect h o ses and rem o v e su rg e tank
fro m co n tro l islan d .
8. R em ove rig h t and le ft isla n d su p p o rts.
9. D isconnect cab safety lock fro m cab r e a r
su p p o rt, then rem o v e the cab su p p o rt.
10. D isconnect e le c tric a l w irin g fro m te r m ­
in a ls on engine u n its.
11. D etach h e a te r lin e s , oil lin e s and fuel
lin e fro m engine a s re q u ire d .
12. D isconnect ex h aust pipe fro m m anifold.
Support ex haust pipe on w ire at fra m e .
13. R em ove fan and p u lley fro m engine.
14. D isconnect clutch co n tro l at housing.
15. R em ove ro c k e r a r m c o v e r and a ttac h
liftin g b ra c k e ts a t c y lin d e r head b o lts. L o cate
b ra c k e ts so th at engine (without tra n sm issio n ) w ill
b alan ce when lifte d .
16. A ttach h o ist and r a is e until sla c k is taken
up, then rem o v e engine m ounting b o lts. Rem ove
b o lts attach in g tra n s m is s io n to engine, r a is e the
engine to c le a r the m ountings. B lock tra n s m is s io n
to p ro v id e su p p o rt.
17. Move engine fo rw a rd until disengaged
fro m tra n s m is s io n , then lift engine out of c h a s s is .
18. R e fe r to app licab le p o rtio n of in s tru c tio n s
in TRANSMISSIONS AND CLUTCHES (SEC. 7) in
th is m anual to re m o v e clutch p a r ts fro m engine.
ENGINE INSTALLATION
A sse m b le clu tch com ponents and tra n s m is s io n
to engine r e f e rr in g to app licab le in stru c tio n s in
TRANSMISSIONS AND CLUTCHES (SEC. 7) in th is
m anual.
In s ta ll po w er p lan t by re v e rs in g o rd e r of "E n ­
gine R em oval" p ro c e d u re taking n e c e s s a ry p r e ­
cau tio n s to m aintain c le a n lin e ss and to avoid d am ­
age to the engine com ponents.
A fter engine is in sta lle d , check o p e ra tio n of
c o n tro l linkage, fill cooling sy ste m and check fo r
le a k s.
F ill c ra n k c a se w ith engine oil of reco m m en d ed
g ra d e and v isc o sity . R e fe r to LUBRICATION (SEC.
0) in th is m anual.
S ta rt engine, m ake a d ju stm en ts at c a rb u re to r ,
s e t ignition tim in g and ad ju st valve la s h .
NOTE: If engine h as been ru n in on te s t stand,
th e foregoing ad ju stm e n ts w ill have been m ade
p re v io u sly and need not be rep e a te d .
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 6A - 10
GASOLINE ENGINES
V8 ENGINE REPLACEMENT FOR
ALL EXCEPT TILT CAB MODELS
ENGINE REMOVAL
1. D isco n n ect b a tte ry c ab les and re m o v e b a t­
te r y .
2. D ra in cooling s y s te m .
3. D isco n n ect a i r intak e h o se (if u sed ).
4. On v e h ic le s w ith p o w er s te e rin g , d ra in the
flu id r e s e r v o i r and d isc o n n e c t r e s e r v o ir hose fro m
pow er s te e rin g pum p.
5. D isco n n ect w irin g a s n e c e s s a ry to p e r m it
re m o v a l of fro n t end s h e e t m e ta l.
6. D isco n n ect r a d ia to r and h e a te r h o se s.
7. D isco n n ect fu el lin e .
8. R e fe rrin g to a p p ro p ria te p o rtio n of SHEET
M ETAL (SEC. 11) in th is m anual re m o v e th e fro n t
end sh e e t m e ta l including hood.
CAUTION: If vehicle Is equipped with
air conditioning, removal of refrigerant
lines must be done by trained personnel.
Injuries can result from improper pro­
cedures.
9. R em ove fan and d riv e b e lts fro m fro n t of
engine, th en rem o v e p o w er s te e rin g pum p. F lu id
lin e s m ay u su a lly re m a in a tta c h e d to pum p and
pum p can be tie d to c h a s s is .
10. R em ove a i r c o m p re s s o r (if used) and d is ­
connect any a i r lin e s co n nected betw een engine
and c h a s s is .
11. R em ove th e a i r c le a n e r, then d isco n n ect
th ro ttle , a c c e le r a to r and choke c o n tro ls.
12. D isco n n ect th e s t a r t e r c ab les and engine
w irin g .
13. D isco n n ect ex haust pip e at each exhaust
m anifold. A lso d isco n n ect clu tch a n d /o r tr a n s m is ­
sio n c o n tro ls a s n e c e s s a ry .
14. R em ove v alv e r o c k e r a r m c o v e rs and a t­
ta c h liftin g b ra c k e ts a t h ead b o lts, se le c tin g lo c a ­
tio n s w hich w ill give p r o p e r b alan ce.
15. A ttach h o ist to engine and tak e w eight off
m ountings, th en d isco n n ect engine fro n t and r e a r
m ountings. R e fe r to ENGINE MOUNTINGS (SEC.
6D) fo r in fo rm atio n co n cern in g m ountings.
16. V eh icles W ith M anual T ra n s m is s io n .
a. R em ove b o lts atta c h in g tr a n s m is s io n a s ­
sem b ly to engine, th en c a re fu lly s e p a ra te engine
fro m tr a n s m is s io n .
b . C a re fu lly pull engine fo rw a rd , u sin g c a re
to avoid dam age to clu tch a s d isc is d isengaged
fro m m ain sh aft sp lin e s.
NOTE: On so m e v e h ic le s it m ay be n e c e s s a ry
to su p p o rt tra n s m is s io n a s engine is re m o v e d .
17. V eh icles W ith A utom atic T ra n s m is s io n .
a. R e fe r to a p p ro p ria te p o rtio n of TRANS­
MISSIONS AND CLUTCHES (SEC. 7) in th is m anual
fo r re q u ire d info rm atio n and disco n n ect a ll co n tro l
m ech an ism fro m tra n s m is s io n .
b. D isconnect p ro p e lle r sh a ft and sp eed o m ­
e te r d riv e fro m tra n s m is s io n .
c. Move engine and tr a n s m is s io n a sse m b ly
fo rw a rd , ra is in g a s n e c e s s a ry to c le a r c ro s s m e m ­
b e r . L ift pow er p lan t out of v eh icle and su p p o rt
th e a sse m b ly on engine r e p a ir sta n d in m an n er to
p e rm it re m o v a l of tra n s m is s io n .
18. R em ove clutch m e ch a n ism fro m engines
u se d w ith m ech an ical tra n s m is s io n , o r if au to ­
m a tic tra n s m is s io n is u sed , rem o v e tra n s m is s io n
a sse m b ly .
ENGINE INSTALLATION
1. On engine equipped w ith m anual type t r a n s ­
m issio n , in sta ll clutch m ech an ism r e fe rrin g to
TRANSMISSIONS AND CLUTCHES (SEC. 7) fo r
re q u ire d in fo rm atio n .
2. If autom atic tra n s m is s io n is u sed , a s s e m ­
b le tra n s m is s io n to engine, r e f e r r in g to TRANS­
MISSIONS AND CLUTCHES (SEC. 7) in th is m anual
fo r in stru c tio n s covering au to m atic tra n s m is s io n
in sta lla tio n .
3. A ttach h o ist and r a is e engine into positio n
in veh icle.
4. V ehicles W ith M anual T ra n s m is s io n .
a. In sp ect clutch c o n tro l p a r ts to m ake s u re
they a r e in good condition.
b. C arefu lly guide engine into alignm ent with
tra n s m is s io n so tra n s m is s io n d riv e g e a r sp lin e s
engage clutch d isc w ithout being fo rc ed .
c. B olt clutch housing to engine, then a s s e m ­
b le engine m ountings, r e f e r r in g to ENGINE MOUNT­
INGS (SEC. 6D) in th is m anual fo r m ounting in ­
fo rm a tio n .
5. V ehicles W ith A utom atic T ra n s m is s io n .
a. A ssem b le engine m ountings a cco rd in g to
in fo rm atio n given in ENGINE MOUNTINGS (SEC.
6D) in th is m anual.
b. C onnect p ro p e lle r shaft and sp e e d o m e te r
d riv e at r e a r of tra n s m is s io n .
c. Connect tra n s m is s io n co n tro l linkage.
6. C om plete the engine in sta lla tio n by r e v e r s ­
ing the p ro c e d u re s p re v io u sly given fo r rem oving
engine.
7. B efo re sta rtin g engine, be s u re to fill cool­
ing sy ste m and fill c ra n k c a se w ith c o r r e c t type of
engine oil. R e fe r to LUBRICATION (SEC. 0) in
th is m anual fo r recom m ended g rad e and v isc o sity
of engine oil.
8. C heck o p eratio n of a ll c o n tro ls, then s ta r t
engine, m ake a d ju stm e n ts at c a rb u re to r and check
ignition tim ing. If engine has been ru n on a te s t
sta n d b efo re it w as in sta lle d , the c a rb u r e to r and
ignition tim ing should not re q u ire re -a d ju s tin g .
9. In sp ec t a ll h o ses and fittin g s fo r le a k s.
CHEVROLET 40-60 TRUCK SERVICE MANUAL

V8 ENGINE REPLACEMENT FOR
TILT CAB MODELS
ENGINE REMOVAL
1. R em ove r a d ia to r , su p p o rt and sh ro u d , r e ­
f e r r in g to ENGINE COOLING SYSTEM (SEC. 6K)
in th is m anual fo r in s tru c tio n s .
2. D isco n n ect sh ift lin k ag e at co n tro l isla n d ,
and d isco n n ect choke and a c c e le r a to r c o n tro l a t
c a r b u r e to r .
3. D isco n n ect p a rk in g b ra k e c o n tro l.
4. D isco n n ect h o se s fro m s u rg e tank.
5. R em ove s u rg e tan k , then re m o v e c o n tro l
is la n d to r e a r su p p o rt. Swing c o n tro l isla n d f o r ­
w ard .
6. R em ove cab sa fe ty lo ck c o n tro l fro m cab
r e a r su p p o rt and re m o v e th e cab r e a r su p p o rt.
7. D isco n n ect s t a r t e r and g e n e ra to r w irin g ,
ignitio n w irin g , and o il p r e s s u r e and engine te m p ­
e r a tu r e w ire s .
8. D isco n n ect fuel lin e a t engine.
9. D isco n n ect h e a te r h o se s and vacuum o r a i r
lin e s a s re q u ire d .
10. D isco n n ect g round s tr a p s .
11. D isco n n ect ex h au st p ip e s fro m m anifolds
and w ire th e ex h au st p ip e s to fra m e to avoid ex ­
c e s s iv e s t r e s s on ex h au st s y s te m su p p o rts.
12. R em ove p o w er s te e rin g pum p (when used)
fro m engine and u s e w ire to s e c u r e pum p w ith
p r e s s u r e lin e s a tta c h e d .
13. D isco n n ect clu tch c o n tro l. The sla v e c y l­
in d e r m ounting b o lts m ay be rem o v ed and lin e
m ay re m a in co n nected to c y lin d e r.
14. R em ove fan b lad e a sse m b ly and p u lley .
15. R em ove v alv e r o c k e r a r m c o v e rs and in ­
9*i V eliioU Se/uuce. Op-enaticnL
-
IN-LINE ENGINE IN-VEHICLE SERVICE OPERATIONS
M ANIFOLD REPLACEMENT
REMOVAL
1. R em ove a i r c le a n e r.
2. D isco n n ect both th ro ttle ro d s a t b e llc ra n k
and re m o v e th ro ttle re tu r n sp rin g .
3. D isco n n ect fuel and vacuum lin e s and choke
cab le at c a r b u r e to r .
4. D isco n n ect c ra n k c a s e v en tilatio n hose at
r o c k e r a r m c o v e r.
5. D isco n n ect ex h au st pip e at m anifold flange
and d is c a rd p acking.
6. On engines w ith sh e e t m etal h e a t sto v e, r e ­
m ove the atta c h in g s c re w s , and rem o v e stove p a r ts
(fig. 11) fro m ex h au st m anifold.
Sec. 6A-11
GASOLINE ENGINES
s ta ll liftin g eyes o r b ra c k e ts to p ro v id e c o r r e c t
b alan ce fo r rem o v in g engine.
16. A ttach h o ist and tak e w eight off engine
m ountings. P la c e blocking o r ja c k u n d er tr a n s m is ­
sio n , then re m o v e b o lts w hich s e c u r e tra n s m is s io n
to engine. R em ove engine m ounting b o lts. R a ise
engine and m ove fo rw a rd u n til clu tch d isc is d is ­
engaged fro m tra n s m is s io n d riv e g e a r, then r a is e
engine high enough to c le a r th e c h a s s is and rem o v e
engine fro m veh icle.
17. Set engine on stand; re m o v e liftin g device.
ENGINE INSTALLATION
1. A sse m b le clutch p a r ts to engine flyw heel
r e f e r r in g to TRANSMISSIONS AND CLUTCHES
(SEC. 7) in th is m anual fo r re q u ire d in fo rm a tio n .
2. H oist th e engine into p o sitio n in c h a s s is
and guide th e clu tch r e le a s e b e a rin g and d isc onto
tra n s m is s io n d riv e g e a r. B olt tra n s m is s io n to en­
gine and a tta c h clu tch r e le a s e c y lin d e r to engine.
3. C om plete th e engine in sta lla tio n by r e v e r s ­
ing the re m o v a l p ro c e d u re s given p re v io u sly .
4. C heck o p e ra tio n of clutch linkage and en­
gine c o n tro ls.
5. B e fo re s ta r tin g engine, be s u re to fill co o l­
ing sy ste m , and fill engine c ra n k c a se w ith c o r r e c t
type of engine oil. R e fe r to LUBRICATION (SEC.O)
in th is m anual fo r reco m m en d ed g ra d e and v is ­
c o sity fo r engine o il.
6. S ta rt engine, m ake ad ju stm e n ts at c a r b u r ­
e to r; check ignition tim in g . If engine h as been ru n
on a te s t sta n d b e fo re it w as in sta lle d , c a rb u r e to r
and ignition tim in g should not r e q u ire re -a d ju s tin g .
7. In sp ec t a ll h o se s and fittin g s fo r le a k s .
7. R em ove m anifold attaching b o lts and clam p s
then rem o v e m anifold a sse m b ly and d is c a rd g a s k e ts .
8. C heck fo r c ra c k s in m anifold c a stin g s.
9. If n e c e s s a ry to re p la c e e ith e r the intake o r
exhaust m anifold, s e p a ra te them by rem oving one
bolt and two nu ts a t c e n te r of a sse m b ly . R e a s s e m ­
b le m anifolds u sin g a new g a sk e t. T ighten fin g e r-
tight and to rq u e to "S p ecificatio n s" a fte r asse m b ly
to cy lin d er head. T ra n s fe r a ll n e c e s s a ry p a r ts .
INSTALLATION
1. C lean g a sk e t s u r fa c e s on c y lin d er head and
m an ifo ld s. On engines w ith heat sto v e, a sse m b le
sto v e b ra c k e t a t m anifold attach in g p a r ts .
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 6A-12

GASOLINE ENGINES

VALVE REM OVAL VALVE INSTALLATION

Figure 13—Replacing O il Filter

By-Pass V a lve (In-Line Engine)

8. C onnect choke cab le and a d ju st a s d ire c te d

Figure 11 —M a n ifo ld H eat Stove Installation
(In-Line Engine)
2. P o sitio n new g a sk e t o v e r m anifold end
stu d s on head and c a re fu lly in s ta ll th e m anifold in
p o sitio n m aking s u re th e g a sk e ts a r e in p la c e .
3. In s ta ll b o lts and c la m p s w hile holding m an i­
fold in p la c e w ith hand.
4. T o rq u e b o lts to "S p e c ific a tio n s.”
NOTE: C e n te r b o lt and end b o lt to rq u e d iffe r.
5. C onnect ex h au st pip e to m anifold u sin g a
new packing.
6. C onnect c ra n k c a s e v en tilatio n h o se a t r o c k ­
e r a r m c o v e r.
7. C onnect fuel and vacuum lin e s a t c a r b u r e to r.
in ENGINE FU EL SYSTEM (SEC. 6M) of th is m anual.
9. C onnect th ro ttle ro d s a t b e llc ra n k and in ­
s ta ll th ro ttle re tu r n sp rin g .
10. In sta ll a i r c le a n e r, s t a r t engine, check fo r
le a k s and ad ju st c a r b u r e to r id le sp eed and m ix tu re .
OPTIONAL OIL FIL T E R AND ADAPTER
Key n u m b ers in text r e f e r to fig u re 12.
When In -lin e engine is equipped w ith optional
2 -q u a rt f ilte r , an a d a p te r is b o lted to block w ith
sp e c ia l so c k e t-h e a d b o lts.
When re p lacin g a d a p te r (7), u se new se a l and
g ask e t (9 and 10) betw een a d a p te r and cy lin d er
block. T ighten a d a p te r b o lts (11) to 35 foot-pounds.
When in stallin g housing (5), tighten b o lts (4) to 30
foot-pounds to rq u e .

OIL FILTER BY-PASS VALVE

ASSEMBLY REPLACEMENT

IN -LIN E 6 ENGINE
1. R em ove oil f ilte r a sse m b ly fro m engine.
2. R e fe rrin g to fig u re 13, u se s c re w d riv e r as
shown to p ry valve out of r e c e s s in block.
3. L o cate new valve a sse m b ly a t block, then
s e a t th e new valve by tapping it into p la c e w ith
h a m m e r and a 9 /1 6 -in c h th in w all, deep so ck et.
4. In sta ll engine oil f ilte r .

ROCKER ARM COVER

REPLACEMENT
1 F ilte r Shell 6 Housing G asket
2 F ilte r Elem ent 7 A dapter REMOVAL
3 Shell Gasket 8 Engine 1. D isconnect c ra n k c a se v en tilatio n hose at
4 Housing and Adapter 9 A dapter-to-Block Seal
ro c k e r a r m c o v e r.
Bolt & Lock W asher 10 A dapter G asket
2. R em ove a i r c le a n e r.
5 Housing 11 A dapter-to-B lock Bolt
T-3333 3. D isconnect te m p e ra tu re w ire fro m ro c k e r
a r m c o v er c lip s.
Figure 1 2 - O il Filter and Bracket Com ponents 4. R em ove c o v er attach in g s c re w s , then r e -
(O pt. 2 Qt. Type on 292 Engine) move c o v er.

CHEVROLET 40-60 TRUCK SERVICE MANUAL


CAUTION: DO NOT pry rocker arm
cover loose. Gaskets adhering to cylinder
head and rocker arm cover may be loos­
ened by bumping end of rocker arm cover
rearward with palm of hand, or a rubber
mallet.
INSTALLATION
1. C lean g a sk e t s u rfa c e s on c y lin d e r head and
ro c k e r a r m c o v e r w ith d e g r e a s e r , then usin g a
new g a sk e t, in s ta ll ro c k e r a r m c o v e r and to rq u e
s c re w s to s p e c ific a tio n s.
2. C onnect te m p e ra tu re w ire a t r o c k e r a r m
c o v e r c lip s .
3. In s ta ll a i r c le a n e r.
4. C onnect c ra n k c a s e v e n tila tio n hose.
VALVE MECHANISM REPLACEMENT
REMOVAL
1. R em ove r o c k e r a r m c o v e r a s p re v io u sly
d ire c te d .
2. R em ove ro c k e r a r m n u ts, ro c k e r a r m b a lls ,
r o c k e r a r m s and p u sh ro d s .
NOTE: P la c e r o c k e r a r m s , ro c k e r a r m b a lls
and p u sh ro d s in a ra c k so they m ay be re in s ta lle d
in th e sa m e lo catio n .
INSTALLATION AND ADJUSTMENT
NOTE: W henever new ro c k e r a r m s a n d /o r
r o c k e r a r m b a lls a r e being in s ta lle d , co at b e a rin g
s u rf a c e s of r o c k e r a r m s and ro c k e r a r m b a lls
w ith M olykote o r its eq u iv alen t.
1. In sta ll p u sh ro d s . B e s u r e pu sh ro d s se a t
in lif te r so c k e t.
2. In s ta ll ro c k e r a r m s , r o c k e r a r m b a lls and
r o c k e r a r m n u ts. T ig h ten r o c k e r a r m nu ts u n til
a ll la s h is e lim in a te d .
3. A djust v alv es when li f t e r is on b a se c ir c le
of c a m sh a ft lo b e a s follow s:
a . M ark d is tr ib u to r housing, w ith chalk, at
ea c h c y lin d e r p o sitio n (plug w ire ), then disco n n ect
plug w ire s a t s p a rk p lu g s and co il and re m o v e d is ­
tr ib u to r cap and plug w ire a sse m b ly (if not p r e ­
v io u sly done).
b. C ran k engine u n til d is trib u to r r o to r p oints
to No. 1 c y lin d e r p o sitio n and b re a k e r p o in ts a r e
open. B oth v alv es on No. 1 c y lin d e r may now be
a d ju ste d .
c. B ack out ad ju stin g nut u n til la s h is fe lt at
th e pu sh ro d , then tu rn in ad ju stin g nut u n til a ll
la s h is rem o v ed . T h is can be d e te rm in e d by check­
ing p u sh ro d sid e p lay w hile tu rn in g ad ju stin g nut
(fig. 14). W hen play h as been rem o v ed , tu rn ad­
ju stin g nut one fu ll ad d itio n al tu rn (to c e n te r the
lif te r p lu n g e r).
Sec. 6A-13
GASOLINE ENGINES
Figure 14— V a lve Adjustm ent on In-Line Engine
d. A djust th e rem ain in g v alv e s, one c y lin d er
at a tim e , in the sa m e m an n e r.
4. In sta ll d is tr ib u to r cap and a p a rk plug w ire
a sse m b ly .
5. In sta ll ro c k e r a r m co v er a s p re v io u sly in ­
s tru c te d .
6. A djust c a r b u re to r idle sp ee d and m ix tu re
a s d ire c te d in ENGINE FU EL SYSTEM (SEC. 6M).
VALVE LIFTERS
H ydraulic valve lif te r s seld o m re q u ir e a tte n ­
tio n . The lif te r s a r e sim p le in design, re a d ju s t­
m en ts a r e not n e c e s s a ry , and se rv ic in g of the lif t­
e r s r e q u ir e s only th a t c a re and c le a n lin e ss be
e x e rc is e d in the handling of p a r ts .
LOCATING NOISY LIFTER S
L o cate a noisy valve lif te r by usin g a p ie c e of
g ard en hose ap p ro x im ately fo u r fe et in length.
P la c e one end of hose n e a r th e end of each intake
and exhaust valve w ith the o th er end of h o se to the
e a r. In th is m an n e r, the sound is lo c a liz e d m aking
it easy to d e te rm in e which lif te r is at fau lt.
A nother m ethod is to p la c e a fin g e r on the face
of the valve sp rin g r e ta in e r . If th e f ilte r is not
functioning p ro p e rly , a d istin c t shock w ill be fe lt
when the valve r e tu r n s to its se a t.
The g e n e ra l types of valve lif te r n o ise a r e a s
follow s:
1. H ard Rapping N oise - U sually c au se d by
the p lu n g er becom ing tig h t in the b o re of the lif te r
body to su ch an extent that the re tu r n sp rin g can
no lo n g er push th e p lu n g e r b ack up to w orking
p o sitio n . P ro b a b le c a u se s a re :
a. E x c e ssiv e v a rn ish o r carb o n deposit c a u s ­
ing a b n o rm al s tic k n in e s s .
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 6A-14

GASOLINE ENGINES
b. G alling o r "pickup" betw een p lu n g e r and
b o re of lif te r body, u su a lly c a u se d by an a b ra s iv e
p ie c e of d ir t o r m e ta l w edging betw een p lu n g e r and
lif te r body.
2. M o d erate R apping N oise - P ro b a b le c a u se s
a re :
a. E x c e ssiv e ly high leakdow n r a te .
b. L eaky ch eck v alve s e a t.
c. Im p ro p e r a d ju stm e n t.
3. G e n e ra l N o ise T hroughout th e V alve T ra in
- T h is w ill, in a lm o st a ll c a s e s , be a definite in ­
dication of in su ffic ie n t oil supply, o r im p ro p e r
ad ju stm e n t.
4. In te rm itte n t C licking - P ro b a b le c a u se s
a re :
a . A m ic ro sc o p ic p ie c e of d ir t m o m en tarily
caught betw een b a ll s e a t and check v alve b a ll.
b. In r a r e c a s e s , th e b a ll its e lf m ay be o u t-
o f-ro u n d o r have a fla t sp o t.
c. Im p ro p e r a d ju stm e n t.
In m o st c a s e s , w h ere n o ise e x is ts in one o r
m o re lif te r s a ll lif te r u n its should be rem o v ed ,
d isa sse m b le d , c le a n e d in a solv en t, re a s s e m b le d ,
and r e in s ta lle d in th e engine.
REMOVAL
1. R em ove valve m e ch an ism a s p re v io u sly
d ire c te d .
2. M ark d is trib u to r housing, w ith chalk, a t
each cy lin d e r p o sitio n (plug w ire ), then d isco n n ect
plug w ir e s a t s p a rk p lu g s and coil ahd rem o v e d is ­
tr ib u to r cap and plug w ire a sse m b ly .
3. C ra n k engine u n til d is trib u to r ro to r p o in ts
to nu m b er one p o sitio n , th en d isco n n ect d is trib u to r
p r im a r y le a d at coil and rem o v e d is trib u to r.
4. R em ove p u sh ro d c o v e rs (d is c a rd g a sk e ts).
5. R em ove valve l if t e r s .
NOTE: P la c e valve lif te r s in a ra c k so they
m ay be r e in s ta lle d in th e o rig in a l lo c a tio n s.
VALVE STEM OIL SEAL A N D /O R
VALVE SPRING REPLACEMENT
1. R em ove ro c k e r a r m c o v e r a s p re v io u sly
d ire c te d .
2. R em ove sp a rk plug, ro c k e r a rm , and push
ro d on the cylin d er(s) to be s e rv ic e d .
3. Apply c o m p re sse d a ir to the s p a rk plug
hole to hold the valv es in p la c e .
NOTE: An a d a p te r can be m ade fro m a d is ­
c a rd e d s p a rk plug by rem oving e le c tro d e and cu t­
ting top of m e ta l body a s shown in fig u re 15.
T h rea d the u p p er cavity w ith 3 /8 - inch pipe tap.
4. U sing Tool (J-5892) (fig. 15) to co m p re ss
the valve sp rin g , rem o v e the valve lo c k s, valve
cap (or ro ta to r), valve sh ie ld and valve s p rin g and
d am p er.
5. R em ove the valve ste m oil s e a l.
6. To re p la c e , se t the valve sp rin g and dam p­
e r , valve sh ield and valve cap (or ro ta to r) in p la c e .
T he c lo se coiled end of the sp rin g is in sta lle d
a g a in st the c y lin d er head. C o m p re ss th e sp rin g
w ith Tool (J-5892) and in sta ll o il se a l in th e lo w er
groove of the ste m , m aking s u re the se a l is fla t
and not tw isted .
NOTE: A light coat of oil on the se a l w ill help
p re v e n t tw isting.
7. In sta ll the valve lo ck s and re le a s e the com ­
p r e s s o r tool, m aking s u r e the lo ck s s e a t p ro p e rly
in the u p p er groove of the valve ste m .
NOTE: G re a se may be u se d to hold the lo ck s
in p la c e w hile re le a s in g the c o m p re s s o r tool.

INSTALLATION
1. In s ta ll valve l if te r s .
NOTE: W henever new valve lif te r s a r e being
in sta lle d , coat foot of v alv e lif te r s w ith M olykote
o r its eq u iv alen t.
2. In s ta ll pu sh ro d c o v e rs , u sing new g a sk e ts,
and to rq u e s c re w s to "S p ec ific a tio n s."
3. In s ta ll d is trib u to r, p o sitio n in g r o to r to
n u m b er one c y lin d e r p o sitio n , then connect p r im ­
a ry le a d a t co il.
4. In s ta ll and a d ju st v alve m ec h a n ism . Ad­
ju stm e n t p ro c e d u re is given p re v io u sly u n d er
"T u n e -u p , C hecks, and A d ju stm e n ts."
5. A d ju st ignition tim in g and c a r b u r e to r idle Figure 15—Using Special Tool and Com pressed
sp e ed and m ix tu re . A ir to Remove V alve Spring

CHEVROLET 40-60 TRUCK SERVICE MANUAL


Figure 16—C ylinder H ead Bolt Tightening
Sequence on In-Line Engine
CYLINDER HEAD ASSEMBLY
REPLACEMENT
REMOVAL
1. R em ove m anifold a s se m b ly .
2. R em ove valve m ec h a n ism .
3. D ra in cooling s y s te m .
4. R em ove fuel and vacuum lin e fro m re ta in ­
ing clip a t w a te r o u tlet, then d isco n n ect w ire s
fro m te m p e ra tu re sending u n its .
5. D isco n n ect u p p e r ra d ia to r hose a t w a te r
o u tle t housing and b a tte ry ground s tra p a t cy lin d e r
head.
6. R em ove ig nition c o il.
7. R em ove c y lin d e r head b o lts , c y lin d er head
and g a sk e t. P la c e c y lin d e r head on two blo ck s of
w ood to p re v e n t dam ag e.
INSTALLATION
CAUTION: Gasket surfaces on both
the head and the block must be clean of
any foreign matter and free of nicks or
heavy scratches. The cylinder head bolt
threads in the block and threads on cylin­
der head bolt must be cleaned. (Dirt will
affect bolt torque.) DO NOT use gasket seal­
er on composition steel-asbestos gaskets.
1. P la c e th e g a sk e t in p o sitio n o v e r th e dowel
p in s w ith th e b ead up.
2. C a re fu lly guide c y lin d e r head into p la c e
o v e r dowel p in s and g a sk e t.
3. C oat th re a d s of c y lin d e r head b o lts w ith
se a lin g com pound and in s ta ll fin g e r tig h t.
4. T ighten c y lin d e r head b o lts a little a t a
tim e in the seq u en ce shown in fig u re 16, u n til the
sp e c ifie d to rq u e is re a c h e d (95 foot-pounds).
5. In s ta ll co il (if rem o v ed ).
6. C onnect u p p e r r a d ia to r h ose and engine
g ro u n d s tr a p .
7. C onnect te m p e ra tu re sending unit w ire s
and in s ta ll fu el and vacuum lin e s in clip a t w a te r
o u tle t.
8. F ill cooling s y s te m .
9. In s ta ll m anifold a sse m b ly .
Sec. 6A-15
GASOLINE ENGINES
10. In sta ll and a d ju st valve m ech an ism a s
p re v io u sly in stru c te d .
NOTE: DO NOT in s ta ll r o c k e r a r m c o v e r.
11. S ta rt engine and allow to w a rm up, r e ­
to rq u e c y lin d er head b o lts and re a d ju s t v a lv e s.
NOTE: U se of c o m m e rc ia lly a v ailab le oil d e­
fle c to r clip s (fig. 10) on ro c k e r a r m s w ill p re v e n t
o il s p a tte r during w a rm -u p .
12. A fte r m aking foreg o in g ad ju stm en t in s ta ll
ro c k e r a r m co v e r using new g a sk e t. In s ta ll a ir
c le a n e r and connect m anifold heat stove p ip e.
OIL PAN REPLACEMENT
O IL PAN REMOVAL
1. C lean a ll d irt and accu m u la ted m a te ria l
fro m oil pan attac h in g b o lts and d ra in plug.
2. D ra in oil out of c ra n k c a se .
3. R em ove oil pan b o lts, then rem o v e oil pan.
S c rap e off any p o rtio n s of g a sk e ts w hich a d h e re to
oil pan flange o r bolting flange on engine block and
fro n t c o v e r. G asket a t fro n t co v er is neo p ren e type.
R em ove se a l at c ra n k sh a ft r e a r b e a rin g cap.
INSTALLATION
1. In sta ll s e a l a t r e a r b e a rin g cap.
2. In s ta ll fro n t s e a l on tim in g g e a r co v er,
p r e s s in g tip s into h oles in c o v e r.
3. U se g re a s e o r cem ent to hold sid e g a sk e ts
in p la c e on c y lin d e r block. Side g ask et ta b s m ust
index w ith fro n t s e a l on tim ing g e a r c o v e r.
4. In s ta ll oil pan.
OIL PUMP REPLACEMENT
REMOVAL
1. R em ove oil pan a s p re v io u sly d ire c te d
u n d er a p p ro p ria te heading.
2. R em ove b o lt attach in g oil su ctio n p ip e. R e -
Figure 17—Rem oving O il Seal from Bearing Cap
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 6A-16

GASOLINE ENGINES
m ove two b o lts holding pum p flange to engine, then
A P PLY
rem o v e pum p and s c r e e n a s an a sse m b ly .
SEA LA N T
INSTALLATION TO SH A D E D
1. A lign o il pum p d riv e sh aft to m atch w ith AR EA S O N LY
d is trib u to r tan g , th en in s ta ll oil pum p to block,
p o sitio n in g flange o v e r d is trib u to r lo w er bushing.
U se no g a sk e t. A ttach su ctio n p ip e su p p o rt w ith
b o lt.
NOTE: O il pum p should slid e e a sily into p la c e ,
if it does not, re m o v e and re p o sitio n sh a ft s lo t to
alig n w ith d is trib u to r tan g .
2. In s ta ll o il pan a s in s tru c te d p re v io u sly .

CRANKSHAFT REAR OIL SEAL

REPLACEMENT Figure 19—Sealer on Bearing Cap A rea on C ylinder Block
REMOVAL
T he r e a r m ain b e a rin g o il s e a l can be r e p la c ­ glue. P r e s s s e a l into p la c e in b e a rin g cap w ith
ed (both halves) w ithout re m o v a l of the c ra n k sh a ft. fin g e rs .
2. P o sitio n se a l u p p e r half on c ra n k sh a ft so it
NOTE: A lw ays re p la c e th e u p p e r and lo w er can be in sta lle d in block by holding se a l firm ly
s e a l a s a un it. In s ta ll w ith th e lip facing to w ard w ith h a m m er handle w hile c ran k sh a ft is tu rn ed ,
the fro n t of the engine. s im ila r to m ethod u se d to in s ta ll b e a rin g .
1. W ith th e o il pan and o il pump rem o v ed , r e ­ 3. R e fe rrin g to fig u re 19, apply light coat of
m ove the r e a r m ain b e a rin g cap. b ru sh -o n type o il sea lin g compound to block and
2. R em ove o il s e a l fro m the groove by p ry in g m ating s u rfa c e on b e a rin g cap. Do not apply s e a le r
fro m the bottom w ith a s m a ll s c re w d riv e r (fig. 17). on tr e a te d ends of oil s e a ls .
3. U se lig h t h a m m e r and s m a ll b r a s s pin
punch in m a n n e r shown in fig u re 18 to s t a r t s e a l 4. In sta ll b e a rin g cap and in s ta ll cap b o lts
u p p e r half out of block. When end of s e a l p ro tru d e s w ith 10 to 12 foot-pounds in itia l to rq u e , then u se
f a r enough to be g ra s p e d w ith p lie r s , p u ll u p p er lea d h a m m e r to tap c ra n k sh a ft f ir s t re a rw a rd , then
h alf out of block. fo rw a rd . T h is w ill lin e up r e a r m ain b e a rin g th ru s t
fa c e s . F in ally , tighten b e a rin g cap b o lts to 115
INSTALLATION foot-pounds to rq u e .
1. W ipe c ra n k sh a ft su rfa c e w ith clean cloth. 5. In s ta ll oil pump and oil pan.
Apply engine oil on s e a l lip , but keep o il off p a r t ­
ing lin e su rfa c e a s th is s u rfa c e is tr e a te d w ith CRANKSHAFT DAMPER
REPLACEMENT
REMOVAL
1. D rain ra d ia to r and d isconnect ra d ia to r
h o se s a t ra d ia to r.

Figure 18—Rem oving O il Seal Upper H alf (Typical) Figure 2 0 — Rem oving Crankshaft Damper

CHEVROLET 40-60 TRUCK SERVICE MANUAL


Figure 2 1 —Installing Drive-On Type Crankshaft Dam per
2. R em ove r a d ia to r c o re , a s outlin ed in RAD­
IATOR AND SURGE TANK (SEC. 13) of th is m anual.
3. R em ove fan b e lt and (if so equipped) a c c e s s ­
o ry d riv e p u lley and b e lt. If so equipped, rem o v e
re ta in in g b o lt.
4. In s ta ll T ool ( J - 6978-04) on d a m p er and tu rn
p u lle r sc re w to rem o v e d a m p e r (fig. 20). Rem ove
to o l fro m d a m p e r.
INSTALLATION
CAUTION: The Inertia weight section
of the damper is assembled to the hub
with a rubber-type material. The install­
ation procedures (with proper tool) must
be followed or movement of the inertia
weight section on the hub will destroy the
tuning of the damper.
1. C oat fro n t s e a l co n ta c t a r e a (on d a m p er
hub) w ith engine o il.
2. In s ta ll d a m p e r a s follow s:
a . D riv e On T ype (250 E ngine Only).
(1) A ttach d a m p e r in s ta lle r Tool (J-22197) to
d a m p e r. T ig h ten fin g e rs of tool to p re v e n t
in e r tia w eight fro m m oving (fig. 21).
(2) P o sitio n d a m p e r on c ra n k sh a ft and d riv e
into p o sitio n u n til it bottom s ag a in st c ra n k ­
sh aft g e a r. R em ove in s ta lle r tool.
b . P u ll On Type (W ith R etain in g B o lt).
(1) U se a 7 /1 6 "-2 0 x 4" b o lt, nut, and w a sh e r
o r s p e c ia l in s ta lle r (J-21058) (fig. 22) to
p u ll to rs io n a l d a m p e r onto c ra n k sh a ft. If
s p e c ia l to o l (fig. 22) is u sed , hold bolt w ith
w re n c h , th en tu rn th re a d e d s le e v e to fo rc e
hub onto c ra n k sh a ft.
Sec. 6A-17
GASOLINE ENGINES
Figure 2 2 — Installing Pull-On Type C rankshaft
Dam per w ith Special Tool
CAUTION: Install bolt in crankshaft
with sufficient thread engagement (min. }£").
(2) R em ove b o lt, nut, and w a sh e r o r tool, then
in sta ll re ta in in g bolt and to rq u e to "S peci­
fic a tio n s .”
3. In s ta ll fan b e lt and ad ju st usin g s tra n d te n ­
sio n gauge.
4. If so equipped, in s ta ll a c c e s s o ry d riv e p u l­
ley and b e lt.
5. In s ta ll ra d ia to r c o re a s d ire c te d in RAD­
IATOR AND SURGE TANK (SEC. 13) of th is m anual.
6. C onnect r a d ia to r h o se s.
7. F ill cooling s y s te m and check fo r le a k s.
ENGINE FRONT COVER
AND OIL SEAL
COVER REMOVAL
1. R em ove oil pan.
2. R em ove c ra n k sh a ft pulley and h u b o r dam p­
e r a s d ire c te d p re v io u sly .
3. R em ove fro n t co ver attach in g s c re w s , r e ­
m ove c o v er and g a sk et.
COVER INSTALLATION
1. C lean g ask et s u rfa c e s on block and fro n t
c o v e r. If oil s e a l re q u ire s re p la c in g , follow in ­
stru c tio n s given la te r u n d er a p p ro p ria te heading.
2. In s ta ll c e n te rin g Tool (J-0966) o r c e n terin g
Tool ( J - 21742) in c ra n k c a se fro n t co v e r se a l
(fig. 23).
3. C em ent co v e r g ask et in p la c e on block.
A ttach new oil pan se a l at c o v e r lo w er flange.
NOTE: It is im p o rta n t th at c e n te rin g tool be
u se d to alig n fro n t c o v er so th at c ra n k sh a ft hub o r
dam p er in sta lla tio n w ill not dam age s e a l and to
p o sitio n se a l to s e a t evenly aro u n d the d a m p er o r
hub s u rfa c e .
4. W ith c e n te rin g T ool (J-0966) in p la c e (fig.
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 6A-18

GASOLINE ENGINES

Figure 2 3 — Centering Tool in Engine Cover

23), p o sitio n c o v e r on fro n t of c y lin d e r block, in ­

s ta ll atta c h in g b o lts , and tig h ten firm ly (6lA foot­
pounds to rq u e ). In s ta ll two o il pan b o lts, then r e ­
m ove c e n te rin g to o l.
5. In s ta ll c ra n k sh a ft d a m p e r and p u lley , r e ­
f e rrin g to in s tru c tio n s given p re v io u sly . Figure 2 5 —Installing Front Cover O il Seal

OIL SEAL REMOVAL FLYW HEEL REPLA CEM EN T

If fro n t c o v e r is in s ta lle d , rem o v e c ra n k sh a ft
d a m p e r a s p re v io u sly in s tru c te d , then u s e su ita b le
to o l to p ry th e se a l out of c o v e r.
If c o v e r is re m o v e d fro m engine, d riv e oil
s e a l out of c o v e r w ith su ita b le to o l, then clean the
seal recess.
OIL SEAL INSTALLATION
If c o v e r is in s ta lle d on engine, Tool (J-8340)
m ay be u se d as shown in fig u re 24 to d riv e new oil
s e a l into c o v e r. The s e a l lip m u st be to w ard in n e r
sid e of c o v e r.
W hen in sta llin g o il s e a l w ith c o v er rem o v ed ,
su p p o rt in n e r sid e of c o v e r w ith Tool (J-9 7 1 ), p o s i­
tio n s e a l w ith lip to w a rd in n e r sid e of c o v e r, then
u se Tool (J-995) to d riv e new o il s e a l sq u a re ly
into co v e r a s shown in fig u re 25.
(250 ENGINES)
1. R em ove tr a n s m is s io n and clutch p a r ts (as
n e c e s s a ry ), then rem o v e the flyw heel b o lts, and
re m o v e flyw heel fro m cra n k sh a ft.
2. C lean m ating s u rfa c e s on flyw heel and
c ra n k sh a ft, then p la c e flyw heel a t c ra n k sh a ft and
in s ta ll b o lts. T ighten b o lts to 60 foot-pounds. F ig ­
u r e 26 show s flyw heel in sta lla tio n view s. In sta ll
clu tch p a r ts (if used) and in s ta ll tra n s m is s io n .
FLYW HEEL REPLA CEM EN T
(292 ENGINES)
1. R em ove tr a n s m is s io n and clutch m ech an ism
fro m engine. R em ove engine oil pan and r e a r m ain
b e a rin g cap, then u se h a m m e r and d rift to d riv e
out and rem o v e the th r e e fly w h e e l-to -c ra n k sh a ft
dowel p in s. C ran k sh aft m u st be tu rn ed each tim e a
dowel pin is rem o v ed , so next pin can be d riv e n out
w ithout contacting cy lin d e r block. A fte r rem oving

Figure 2 4 —Installing Front Cover O il Seal (Cover Installed) Figure 2 6 —Flyw h eel Installation (Typical)

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 6A-19

dow el p in s, rem o v e fly w h e e l-to -c ra n k s h a ft b o lts,
th en rem o v e flyw heel.
2. C lean m ating s u rfa c e s on c ra n k sh a ft flange
and flyw heel and re m o v e any ex istin g b u r r s . P o s i­
tio n flyw heel a t c ra n k sh a ft flange w ith dowel p in s
alig n ed .
NOTE: If new flyw heel is being in s ta lle d it is
n e c e s s a r y to re a m th e dowel pin h o les to a s s u r e
c o r r e c t hole alig n m en t and dowel pin fit. Dowel
p in s m u st be d riv en into p la c e a s they a r e in te r ­
fe re n c e fit.
GASOLINE ENGINES
3. T e m p o ra rily in s ta ll a fla t fa c e m ech an ical
lif te r in p la c e of the h y d rau lic lifte r.
4. T u rn c ra n k sh a ft u n til #2 ex haust valve
opens and notch on pulley o r d a m p er is aligned
w ith "O " m a rk on tim in g p o in te r.
5. P o sitio n dial in d ic a to r to m e a s u re lif te r
m ovem ent and s e t in d ic a to r at z e ro . T u rn c ra n k ­
sh aft 360 d e g re e s and re a d in d ic a to r. On c o rr e c tly
tim e d engines the in d ic a to r w ill re a d a s follow s:
On 250 E ngines . . . . 0.010 to 0.018 inch
On 292 E ngines . . . . 0.012 to 0.020 inch

3. W ith flyw heel b o lts in s ta lle d and tightened If re a d in g is not a s shown, r e s e t in d ic a to r at

to 110 foot-pounds to rq u e , u s e r e a m e r (J-2 2 8 0 8 )to
s iz e and lin e re a m th e dowel pin h o les. F in ish
re a m th e h o les w ith r e a m e r (J-2 2 8 0 8 -1 ). D riv e
o v e rs iz e dowel p in s flu sh -oath flyw heel r e a r s u r ­
fa c e . In s ta ll b e a rin g cap and oil pan r e f e r r in g to
in s tru c tio n s p re v io u sly given in th is se c tio n . A s­
se m b le clu tch m ec h a n ism , then in s ta ll tr a n s m is ­
sio n on engine.
z e ro and tu rn c ra n k sh a ft 360 d e g re e s, then re a d
in d ic a to r ag ain . If re ad in g is now in a c c o rd w ith
sp e c ific a tio n s, th e engine is tim e d p ro p e rly .
NOTE: C h a rt follow ing show s in d ic a to r re a d ­
ings w ith g e a rs p ro p e rly indexed fo r each engine
and the in d ic a to r re a d in g s re su ltin g fro m im p ro p ­
e rly indexed g e a rs:

CHECKING ENGINE VALVE TIMING C am shaft G e a rs One One

Engine P a r t No. & P ro p e rly Tooth Tooth
When it b e c o m e s n e c e s s a rv to m ake a check (Cu.In.) V alve L ift Indexed Adv. R et.
of v alve tim in g , th e p r o c e d u re follow ing m ay be
u sed : 250 3864896-.388 .0 1 4 "-.0 0 4 " .0351" .0055"
1. R em ove valve r o c k e r a r m c o v e r and pu sh 292 3848000-.405 .0 1 6 "-.0 0 4 ” .0379" .0068"
ro d fro n t c o v e r.
2. L oosen nut at #1 in tak e valve r o c k e r a rm , 6. If foregoing check in d ic a te s an o u t-o f-tim e
sw ing r o c k e r a r m away fro m p u sh ro d , then r e ­ condition, re m o v e engine fro n t co v er and check
m ove p u sh ro d and h y d ra u lic valve lif te r . fo r p ro p e r indexing of tim in g m a rk s on g e a r s .

V8 ENGINE IN-VEHICLE SERVICE OPERATIONS

OIL FILTER BY-PASS VALVE
REPLACEMENT
1. R em ove oil f il t e r fro m engine, and clean
cav ity in w hich b y -p a s s v alv e is lo c a te d (fig. 27).
2. R em ove b o lts a tta c h in g a d a p te r and valve
a s s e m b ly to engine. R em ove a d a p te r and g ask e t.
3. C lean p a r ts and in sp e c t valve and sp rin g .
If d e fe c ts a r e found, in s ta ll new a d a p te r and valve
a ss e m b ly a s in s tru c te d below .
4. P la c e a d a p te r and g a sk e t at c y lin d e r block
and r e ta in w ith two b o lts a s shown. T ighten ad ap ­
t e r b o lts to 6Vz to 7 fo o t-p o u n d s to rq u e .

INTAKE M ANIFOLD REPLACEMENT

REMOVAL
NOTE: On tilt cab m o d els, a c c o m p lish p r o ­
c e d u re s p re v io u sly given to d etach c o n tro l isla n d
and tilt it fo rw a rd to p ro v id e a c c e s s to top of engine. Figure 2 7 —V 8 Engine O il Filter By-Pass V alve

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 6A-20

GASOLINE ENGINES
1. D ra in r a d ia to r an d re m o v e a i r c le a n e r.
2. D isco n n ect follow ing ite m s:
a . B a tte ry c a b le s .
b. R a d ia to r h o se , h e a te r h o se (at m anifold)
and w a te r pum p b y - p a s s a t pum p.
c. A c c e le ra to r lin k a g e , choke c o n tro l, and
fu el lin e a t c a r b u r e to r . A lso d isco n n ect g o v e rn o r
lin e s (if used) a t d is tr ib u to r and c a r b u r e to r .
d. S p a rk advance h o se and w irin g a t d is tr ib ­
u to r.
e. C ra n k c a s e v e n tila tio n lin e s , a s re q u ire d .
3. R em ove d is tr ib u to r cap and m a rk ro to r
p o sitio n w ith chalk, th en re m o v e d is trib u to r.
4. R em ove (as re q u ire d ) o il f ille r b ra c k e t, Figure 2 9 —Intake M a n ifo ld Bolt Tightening
a i r c le a n e r b ra c k e t, a i r c o m p re s s o r and b ra c k e t, Sequence on 3 5 0 V8 Engine
c o il, a c c e le r a to r r e tu r n s p rin g and b ra c k e t and
4. In sta ll (if rem oved) oil f ille r b ra c k e t, a ir
a c c e le r a to r b e llc ra n k .
c le a n e r b ra c k e t, a ir c o m p re s s o r and b ra c k e t, coil,
5. R em ove m an ifo ld attach in g b o lts, th en r e ­
a c c e le r a to r re tu rn sp rin g and b ra c k e t and a c c e l­
m ove m anifold and c a r b u r e to r a s an a s se m b ly .
e r a to r b e llc ra n k .
D is c a rd g a sk e ts and s e a ls .
5. In sta ll d is trib u to r, p o sitio n in g ro to r at the
6. If m anifold is to be re p la c e d , tr a n s f e r :
ch alk m a rk , then in s ta ll d is trib u to r cap.
a . C a rb u re to r and c a r b u r e to r m ounting stu d s.
6. C onnect following:
b . T e m p e ra tu re sending un it.
a . S p ark advance hose and w irin g a t d istrib u to r.
c. W ater o u tle t and th e rm o s ta t (use new gasket).
b. C ra n k c a se ven tilatio n lin e s (as re q u ire d ).
d. H e a te r h ose and w a te r pum p b y -p a s s ad ap ­
c. F uel lin e and choke cable a t c a rb u re to r .
te rs .
d. A c c e le ra to r linkage.
e. W ate r pum p b y p ass a t w a te r pum p (use
INSTALLATION
new g ask et).
1. C lean g ask et and s e a l s u rfa c e s on m anifold,
f. B a tte ry ca b les at b a tte ry .
b lo ck and cy lin d e r h e a d s.
7. A djust choke cable and a c c e le r a to r lin k ag e.
2. In s ta ll m anifold s e a ls on block and g a sk e ts
on c y lin d e r head s (fig. 28). U se s e a le r a t w a te r 8. In s ta ll a i r c le a n e r.
p a s s a g e s and w h ere s e a ls bu tt a g a in st g a sk e ts. NOTE: On tilt cab m odels in s ta ll c o n tro l isla n d
3. In s ta ll m anifold and to rq u e b o lts to by re v e r s in g the rem o v al o p e ra tio n s.
" S p ecificatio n s’ ’ in the sequence shown in fig u re 9. F ill cooling sy ste m and engine c ra n k c a se ,
29 o r 30. then s t a r t engine and check fo r le a k s.
10. A djust c a rb u r e to r and s e t ignition tim ing.

EXHAUST M ANIFOLD REPLACEMENT

REMOVAL
1. At le ft exhaust m anifold, disco n n ect and
REAR SEAL

FRONT SEAL

Figure 3 0 —Intake M a n ifo ld Bolt Tightening

Figure 2 8 —Intake M a n ifo ld G askets and Seals Sequence on 366 and 4 2 7 V8 Engines

CHEVROLET 40-60 TRUCK SERVICE MANUAL


re m o v e g e n e ra to r and b ra c k e t. On 366 and 427 V8
en g in es, rem o v e s p a rk p lu g s.
2. D isco n n ect exh au st p ip e fro m m anifold and
hang ex h au st p ipe fro m fra m e w ith w ire .
3. B end bo lt lo ck ta b s away fro m end bolt
h e a d s, then rem o v e ex h au st m anifold b o lts.
4. R em ove exh au st m a n ifo ld s.
INSTALLATION
1. C lean m ating s u r f a c e s on m anifold and head,
then in s ta ll m anifold in p o sitio n and in s ta ll c e n te r
b o lts (fin g er tight).
2. In s ta ll end b o lts w ith lo c k s, then to rq u e a ll
b o lts to s p e c ific a tio n s and bend lo ck s on end b o lts.
3. C onnect exhaust p ip e to m anifold. U se new
g a sk e t o r p acking.
4. On v e h ic le s so equipped, in s ta ll c a r b u re to r
h e a te r sto v e .
5. On le ft ex h au st m anifold, in s ta ll b ra c k e t
and g e n e ra to r and connect w irin g .
6. On 366 and 427 engines in s ta ll s p a rk p lu g s.
S ta rt engine and ch eck fo r le a k s.
ROCKER ARM COVER REPLACEMENT
REMOVAL
1. R em ove a i r c le a n e r and d isco n nect c ra n k ­
c a s e v en tilatio n h o se s.
2. D isco n n ect te m p e ra tu re w ire fro m c lip s at
le ft ro c k e r a r m c o v e r.
3. On v e h ic le s so equipped, rem o v e c a r b u r ­
e to r h e a te r fro m le ft ex h au st m anifold.
4. R em ove ro c k e r a r m c o v e r.
CAUTION: DO NOT pry rocker arm
cover loose. Gaskets adhering to cylinder
head and rocker arm cover may be shear­
ed by bumping end of rocker arm cover
rearward with palm of hand or a rubber
mallet.
INSTALLATION
1. C lean g a sk e t s u r f a c e s on c y lin d er head and
r o c k e r a r m c o v e r w ith d e g r e a s e r , then using a
new g a sk e t, in s ta ll r o c k e r a r m c o v e r and to rq u e
to "S p ec ific a tio n s" at end of th is se c tio n .
2. In s ta ll c a r b u r e to r h e a te r (if rem oved).
3. C onnect c ra n k c a s e v en tilatio n h o se s.
4. In s ta ll a i r c le a n e r, s ta r t engine and check
fo r o il le a k s.
VALVE MECHANISM REPLACEMENT
REMOVAL
1. R em ove ro c k e r a r m c o v e rs a s p re v io u sly
in s tru c te d .
2. R em ove r o c k e r a r m n u ts, ro c k e r a rm b a lls,
r o c k e r a r m s and p u sh ro d s.
NOTE: P la c e r o c k e r a r m s , ro c k e r a r m b a lls
and pu sh ro d s in a ra c k so they may be r e - in s ta lle d
in th e sa m e lo c a tio n s.
Sec. 6A-21
GASOLINE ENGINES
INSTALLATION AND ADJUSTMENT
NOTE: W henever new ro c k e r a r m s a n d /o r
r o c k e r a r m b a lls a r e being in sta lle d , coat b e a rin g
s u rfa c e s of ro c k e r a r m s and ro c k e r a r m b a lls
w ith "M olykote" o r its equivalent.
1. In s ta ll push ro d s. Be s u re pu sh ro d s s e a t in
lif te r so c k et.
2. In sta ll ro c k e r a r m s , ro c k e r a r m b a lls and
r o c k e r a r m nuts. T ighten ro c k e r a r m n u ts u n til a ll
la s h is e lim in ated .
3. A djust valv es when lif te r is on b a se c irc le
of c am sh aft lobe a s follow s:
a. C ran k engine until m a rk on to rsio n a l d am p e r
lin e s up w ith c e n te r o r "O" m a rk on the tim in g tab
fa sten ed to the c ra n k c a se fro n t c o v er and the en­
gine is in th e nu m b er 1 firin g p o sitio n . T h is may
be d e te rm in e d by p lacin g fin g e rs on the n u m b er 1
valve a s the m a rk on th e d am p er com es n e a r the
"O" m a rk on the c ra n k c a se fro n t c o v e r. If the
v alv es a r e not m oving, the engine is in the n um ber
1 firin g p o sitio n . If the v alves move as the m a rk
com es up to the tim ing tab , the engine is in num ­
b e r 6 firin g p o sitio n and should be tu rn e d o v e r one
m o re tim e to re a c h the nu m b er 1 p o sitio n .
b. W ith the engine in the num ber l f ir in g p o s i-
tion d e te rm in e d above, th e follow ing v alv es m ay be
adjusted:
E xhaust - 1, 3, 4, 8
Intake - 1, 2, 5, 7
c. B ack out a d ju stin g nut u n til la s h is fe lt a t
the pu sh rod, then tu rn in adju stin g nut u n til a ll
la s h is rem o v ed . T his can be d e te rm in e d by ch eck ­
ing pu sh ro d sid e play w hile tu rn in g adju stin g nut
(fig. 14). When play has been rem oved, tu rn ad­
ju stin g nut in one full additional tu rn (to c e n te r the
lif te r p lu n g er).
d. C ran k the engine one rev o lu tio n u n til the
p o in te r "O ” m a rk and to rs io n a l d a m p e r m a rk a r e
again in alig n m en t. T h is is nu m b er 6 firin g p o s i­
tion. W ith th e engine in th is p o sitio n the follow ing
v alv es m ay be ad ju sted :
E x haust - 2, 5, 6, 7
Intake - 3, 4, 6, 8
4. In sta ll ro c k e r a rm c o v e rs a s p re v io u sly in ­
s tru c te d .
5. A djust c a r b u re to r idle sp eed and m ix tu re .
VALVE LIFTER REPLACEMENT
GENERAL
H y draulic valve lif te r s seld o m re q u ire a tte n ­
tio n . The lif te r s a r e sim p le in design, r e a d ju s t­
m en ts a r e not n e c e s s a ry , and s e rv ic in g of the lif t­
e r s re q u ir e s only th a t c a re and c le a n lin e ss be
e x e rc is e d in the handling of p a r ts .
LOCATING NOISY L IFT E R S
L o cate a noisy valve lif te r by using a p ie c e of
g ard en hose a p p ro x im a tely fo u r fe et in length. P la c e
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 6A-22

GASOLINE ENGINES
one end of th e h o se n e a r th e end of each in tak e and th e " In sta lla tio n and A d ju stm en t” p ro c e d u re p r e ­
ex h au st v alve w ith th e o th e r end of th e h o se to th e viously given u n d er "V alve M echanism R e p la c e ­
e a r . In th is m a n n e r, th e sound is lo c a liz e d m aking m en t" fo r c o r r e c t m ethod to a d ju st th e m ech a n ism .
it ea sy to d e te rm in e w hich lif te r is a t fa u lt.
A nother m ethod is to p la c e a fin g e r on th e face
VALVE STEM OIL SEAL A N D /O R
of the v alv e s p rin g r e ta in e r . If th e lif te r is not
functioning p ro p e rly , a d is tin c t shock w ill be fe lt VALVE SPRING REPLACEMENT
w hen the valve r e tu r n s to its s e a t.
T he g e n e ra l ty p e s of v alv e lif te r n o ise a r e a s 1. R em ove ro c k e r a r m co v e r a s outlined.
follow s: 2. R em ove s p a rk plug, r o c k e r a r m and push
1. H a rd Rapping N o ise — U sually ca u se d by ro d on th e cy lin d er(s) to be se rv ic e d .
th e p lu n g e r becom ing tig h t in th e b o re of the lif te r 3. Apply c o m p re sse d a ir to the s p a rk plug
body to su ch an ex ten t th a t th e re tu r n s p rin g can hole to hold th e v alv es in p la c e .
no lo n g e r p u sh th e p lu n g e r b ack up to w orking p o s i­
NOTE: An a d a p te r fo r u se in connecting a i r
tio n . P ro b a b le c a u se s a r e a s follow s:
supply to s p a rk plug hole can be m ade fro m a d is ­
a. E x c e ssiv e v a rn is h o r ca rb o n d ep o sit c a u s ­
c a rd e d s p a r k plug by rem o v in g e le c tro d e and c u t­
ing ab n o rm a l s tic k in e s s .
ting a t the top of body as shown in fig u re 15.
b. G alling o r ’’p ic k -u p ” betw een p lu n g e r and
T h re a d the u p p er cavity w ith 3 / 8 - inch pipe tap.
b o re of lif te r body, u su a lly c a u se d by an a b ra s iv e
p ie c e of d ir t o r m e ta l w edging betw een p lu n g e r and 4. U sing Tool (J-5892), c o m p re ss th e valve
lif te r body. sp rin g in m an n er shown in fig u re 31.
5. On 350 V8 en g ines, co m p lete valve sp rin g
2. M oderate R apping N o ise — P ro b a b le c a u se s rem o v a l a s follow s:
a re :
a. R em ove the valve lo ck s, valve cap, sh ie ld ,
a . E x c e ssiv e ly high leakdow n r a te . and valve s p rin g and d a m p e r.
b. L eaky ch eck valv e s e a t. b. R em ove valve s te m oil s e a l fro m groove in
c. Im p ro p e r a d ju stm e n t. valve ste m .
3. G e n e ra l N oise T hroughout The V alve T ra in 6. On 366 and 427 engines, re m o v e valve lo ck s,
- - T his w ill, in a lm o s t a ll c a s e s , be a d efin ite in ­ s p rin g cap, sp rin g and d a m p er. R em ove u m b re lla -
dicatio n of in su ffic ie n t o il supply, o r im p ro p e r type o il s e a l fro m valv e ste m .
ad ju stm e n t. a. Set the valve sp rin g and d am p e r, valve
sh ie ld and valve cap in p la c e . The c lo se co iled end
4. In te rm itte n t C licking — P ro b a b le c a u se s of the sp rin g is in s ta lle d a g a in st th e c y lin d e r head.
a re :
C o m p re ss the sp rin g w ith Tool (J-5892) and in s ta ll
a. A m ic ro sc o p ic p ie c e of d ir t m o m e n ta rily
caught betw een b a ll s e a t and ch eck valve b a ll.
b. In r a r e c a s e s , th e b a ll its e lf m ay be o u t-
o f-ro u n d o r have a fla t sp o t.
c. Im p ro p e r a d ju stm e n t.
In m o st c a s e s w h e re n o ise e x is ts in one o r
m o re lif te r s a ll l if t e r u n its should be rem o v ed ,
d isa sse m b le d , c lean ed in a so lv en t, re a s s e m b le d ,
and re in s ta lle d in th e engine.
REMOVAL
1. R em ove intak e m anifold.
2. R em ove valve m ech an ism .
3. R em ove valve lif te r s .
NOTE: P la c e valve lif te r s in a r a c k so they
m ay be re in s ta lle d in th e sa m e lo c a tio n s.
INSTALLATION
1. In s ta ll valve l i f t e r s .
NOTE: W henever new v alv e lif te r s a r e being
in s ta lle d co at foot of v alv e lif te r s w ith M olykote
o r its eq u iv alen t.
2. In s ta ll in tak e m anifold, r e f e r r in g to p r o ­
c e d u re given p re v io u sly .
3. In s ta ll and ad ju st v alv e m ech an ism .
Since valve lif te r s a r e h y d ra u lic ty p e, r e f e r to Figure 31 —Com pressing V alve Spring on V8 Engine

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 6A-23

GASOLINE ENGINES
o il s e a l in th e lo w er g ro o v e of th e s te m , m aking
s u r e th e s e a l is fla t and not tw isted .
NOTE: A lig h t co at of o il on th e s e a l w ill help
to p re v e n t tw istin g .
b. In s ta ll th e v alve lo c k s and r e le a s e the
c o m p r e s s o r to o l m aking s u r e th e lo ck s s e a t p ro p ­
e r ly in th e u p p e r g ro o v e of th e valve ste m .
8. A sse m b le p a r ts on 366 and 427 engine a s
follow s: T-3513
a . L u b ric a te valve s te m and in s ta ll u m b re lla -
type o il s e a l on s te m . P u sh s e a l down below lock
g ro o v e s in v alve s te m . Figure 3 2 —Cylinder Head Bolt Tightening
b . P la c e s p rin g and d a m p e r a t c y lin d e r head, Sequence on 350 V-8 Engine
lo c a te s p rin g cap on sp rin g , then u s e s p rin g co m ­
5. T ighten each cy lin d e r head bolt a little at
p r e s s o r (J-5892) and c o m p re s s o r v alve sp rin g . a tim e in the sequence shown in fig u re 32 o r 33
c . In s ta ll v alve lo c k s in valve s te m gro o v e, u n til the sp e c ifie d to rq u e is re a c h e d .
th en r e le a s e valve sp rin g m eanw hile m aking s u re
6. In s ta ll exhaust m anifolds a s p re v io u sly
lo c k s s e a t p ro p e rly in s te m g ro o v e.
d ire c te d .
9. In s ta ll s p a rk plug, and to rq u e to 15 foot­
7. In sta ll th e intake m anifold a s p re v io u sly
p ounds.
d ire c te d .
10. In s ta ll and a d ju st valve m ech an ism .
8. In sta ll and ad ju st valve m echan ism a s p r e ­
viously d ire c te d u n d e r a p p ro p ria te heading.
CYLINDER HEAD REPLACEMENT

REMOVAL OIL PAN REPLACEMENT

1. D ra in c y lin d e r blo ck of coolant.
2. R em ove intake m anifold.
3. R em ove ex h au st m anifolds.
4. R em ove v alve o p e ra tin g m ech an ism .
5. R em ove c y lin d e r head b o lts, c y lin d e r head
and g a sk e t. S upport c y lin d e r head on two blo ck s of
wood to p re v e n t dam age.
INSTALLATION
CAUTION: The gasket surfaces on
both the head and the block must be clean
of any foreign matter and free from nicks
or heavy scratches. Cylinder bolt threads
in the block and threads on the cylinder
head bolts must be clean.
1. On engines u sin g a ST E E L g a sk et, coat oil pan r e a r s e a l in r e a r m ain b e a rin g cap groove.
b oth s id e s of a new g a sk e t w ith s e a le r . S p read the
s e a l e r th in and even. One m ethod of applying the
s e a le r th a t w ill a s s u r e th e p ro p e r coat is w ith the
u s e of a p ain t r o lle r . Too m uch s e a le r m ay hold the
g a sk e t aw ay fro m the head o r block.
REMOVAL
1. D rain engine oil.
2. R em ove oil d ip stick and tube.
3. On v e h ic le s so equipped, rem ov e exhaust
c r o s s o v e r pipe.
4. On v eh ic le s equipped w ith au to m atic tr a n s ­
m issio n , rem ov e c o n v e rte r housing u nderpan.
5. Rem ove oil pan and d is c a rd g a sk e ts and
s e a ls .
INSTALLATION
1. T horoughly clean a ll g asket and s e a l s u r ­
fa c e s on o il pan, c y lin d er block, c ra n k c a se fro n t
co v e r and r e a r m ain b earin g cap.
2. In s ta ll new o il pan sid e g a sk e ts on cy lin d er
block using g asket s e a le r a s a r e ta in e r . In sta ll new
W ith ends butting sid e g a sk e ts. In s ta ll new oil pan

CAUTION: Use no sealer on engines

using a composition S T E E L ASBESTOS
gasket._______________________________

2. P la c e the g ask et (with bead up) in p ositio n

o v e r th e dowel pin s.
3. C arefu lly guide the cy lin d er head into place
o v e r the dowel p in s and g ask et.
4. C oat th re a d s of cy lin d er head b o lts w ith Figure 33 —C ylinder Head Bolt Tightening
se a lin g com pound and in s ta ll b o lts fin g e r-tig h t. Sequence on 366 and 427 Engine

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 6A-24

GASOLINE ENGINES

Figure 3 5 —Rem oving O il Seal from Bearing Cap

CRANKSHAFT REAR OIL SEAL

Figure 34 —O il Pan Gasket and Seal Locations
fro n t se a l in groove in c ra n k c a s e fro n t c o v e r w ith
ends butting sid e g a sk e ts (fig. 34).
3. In s ta ll o il pan and tig h ten firm ly .
4. In s ta ll c o n v e rte r housing u n d erp an (if r e ­
moved) .
5. In sta ll ex h au st c r o s s o v e r p ipe (if rem o v ed ).
6. In s ta ll oil d ip stic k tube and d ip stic k .
7. F ill w ith o il, s t a r t engine and ch eck fo r
le a k s.
REPLACEMENT
REMOVAL
The r e a r m ain b e a rin g o il se a l can be re p la c ­
ed (both halves) w ithout re m o v al of the c ra n k sh a ft.
NOTE: A lw ays re p la c e the u p p er and low er
se a l a s a u n it. In s ta ll w ith the lip facing to w ard
the fro n t of the engine.
1. W ith the oil pan and oil pump rem o v ed , r e ­
m ove the r e a r m ain b e a rin g cap.
2. R em ove oil se a l fro m the groove by p ry in g
fro m the bottom w ith a s m a ll s c re w d r iv e r (fig.
35).
3. To rem o v e the u p p er half of the s e a l, u se a
s m a ll h a m m e r to tap a b r a s s pin punch on one end
of se a l un til it p ro tru d e s f a r enough to be rem o v e d
w ith p lie r s (fig. 36).

INSTALLATION
NOTE: Always w ipe c ra n k sh a ft s u rfa c e clean
OIL PUMP REPLACEMENT b e fo re in sta llin g a new s e a l.

REMOVAL
1. R em ove oil pan a s p re v io u sly d ire c te d .
2. R em ove pum p to r e a r m ain b e a rin g cap
bo lt and re m o v e pum p and ex ten sio n sh aft.

INSTALLATION
1. A sse m b le pum p and exten sio n sh aft to r e a r
m ain b e a rin g cap, aligning s lo t on top end of ex ­
te n sio n sh a ft w ith d riv e tang on lo w er end of d is ­
tr ib u to r d riv e sh a ft.
2. In s ta ll pum p to r e a r b e a rin g cap b o lt and
to rq u e to 65 foot-p o u n d s.
NOTE: In sta lle d p o sitio n of oil pum p s c re e n is
w ith bo tto m edge p a r a lle l to o il pan r a ils .
3. In s ta ll o il pan a s p re v io u sly d ire c te d u n d er
a p p ro p ria te heading. Figure 3 6 —Rem oving O il Seal Upper H alf

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 6A-25

GASOLINE ENGINES

A P PL Y
SEALAN T
TO SH AD ED
AREA S O N LY

Figure 3 8 —Rem oving Crankshaft Damper (TypicalI

Figure 3 7 —Sealer at Bearing Cap
1. L u b ric a te th e lip of a new s e a l w ith engine
o il. Keep oil off th e p a rtin g lin e s u rfa c e a s th is is
tr e a te d w ith glue. I n s e r t s e a l in cap and ro ll it into
p la c e w ith fin g e r and thum b, u sin g lig h t p r e s s u r e
so s e a l tan g s at p a rtin g lin e do not cut b ead on
b ack of s e a l.
2. L u b ric a te th e lip of a new s e a l w ith engine
o il. Keep o il off the p a rtin g lin e s u rfa c e a s th is is
tr e a te d w ith glue. G rad u ally p u sh w ith a h a m m e r
h an d le, w hile tu rn in g c ra n k sh a ft, u n til s e a l is r o ll­
ed into p la c e . (S im ila r to in sta llin g a m ain b ea rin g .)
B e c a re fu l th a t s e a l tan g s a t p a rtin g lin e do not cut
b e a d on back of s e a l.
3. Apply s e a le r on c y lin d e r block a r e a (fig.
37).
4. In s ta ll the r e a r m ain b e a rin g cap (with new
se a l) and to rq u e cap b o lts to v alu es sp ec ified in
a p p lic a b le d ata in "V8 E ngine T o rq u e W rench
S p e c ific a tio n s."
5. In s ta ll o il pum p and o il p an, r e f e r r in g to
a p p lic a b le in s tru c tio n s given p re v io u sly .
INSTALLATION
1. C oat co n tact s u rfa c e on hub w ith engine oil,
th en p o sitio n d am p er hub a t c ra n k sh a ft w ith k ey­
way aligned w ith key.
2. A ssem b le d a m p e r in sta lla tio n tool ( J - 21058)
(fig. 39) in c ra n k sh a ft th re a d e d hole. Hold bolt
w ith w rench and tu rn hex th re a d e d sle e v e to fo rc e
hub onto c ra n k sh a ft.
NOTE: If r a d ia to r has not been rem o v ed fro m
th e veh icle a %"-20 x 5” bolt and a ^ " -2 0 nut may
be u sed in p la c e of bolt and nut fro m Tool (J-21058).
CAUTION: Install bolt In crankshaft
with sufficient thread engagement (min.
^-inch).
3. R em ove tool fro m c ra n k sh a ft, then in s ta ll
d am p er re ta in in g bolt and to rq u e to 85 foot-pounds.
4. In s ta ll a c c e s s o ry d riv e pulley.
5. In s ta ll fan and pulley to w a te r pump hub
and tig h ten s e c u re ly .

CRANKSHAFT DAMPER
REPLACEMENT
REMOVAL
1. R em ove fan b e lt, fan, and p u lley .
2. R em ove th e bo lt w hich is th re a d e d into
c ra n k s h a ft and s e c u r e s th e d a m p e r hub.
3. A sse m b le s p e c ia l Tool (fig. 38) to d am p er
and tu rn th e p u lle r s c re w to rem o v e d am p er a s ­
se m b ly fro m c ra n k sh a ft.
NOTE: Tool (J-6978) h as h o les fo rm in g two
p a tte r n s . A tw o -b o lt and a th re e -b o lt p a tte rn . The
h o les fo r th e tw o-volt p a tte rn m u st be elongated
fo r u se on th e 366 and 427 c u .-in . en g ines. Figure 39 —Installing Dam per A ssem bly (Typical)

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 6A-26
GASOLINE ENGINES
6. In sta ll fan b e lt and a d ju st to "S p ecificatio n s"
u sin g s tr a n d te n sio n gauge.
7. F ill cooling s y s te m , s t a r t engine and check
fo r le a k s.
CRANKCASE FRONT COVER
REPLACEMENT
REMOVAL
1. R em ove o il pan a s p re v io u sly d ire c te d .
2. R em ove c ra n k sh a ft pulley and d am p er a s
p re v io u sly in s tru c te d .
3. R em ove w a te r pum p a s outlin ed in ENGINE
COOLING SYSTEM (SEC. 6K) of th is m anual.
4. R em ove c ra n k c a s e fro n t c o v er attach in g
sc re w s and re m o v e fro n t c o v e r and g ask et, then
d is c a rd g ask et.
INSTALLATION
1. M ake c e rta in th a t c o v e r m ounting face and
cy lin d e r block fro n t end face a r e clean and fla t.
2. Coat the oil se a l w ith engine o il and u sin g
a new c o v e r g ask et, co ated w ith g a sk e t s e a le r in ­
s ta ll co v e r and g ask et o v e r dowel p in s and cy lin d e r
block.
3. In s ta ll c o v er s c re w s and tig h ten firm ly .
4. In s ta ll w a te r pum p a s o u tlined in ENGINE
COOLING SYSTEM (SEC. 6K) of th is m anual.
5. In s ta ll d am p er a s p re v io u sly in s tru c te d .
6. In s ta ll o il pan and w a te r pum p a sse m b ly .
FRONT COVER OIL SEAL
REPLACEMENT
NOTE: S pecial to o ls a r e a v a ila b le fo r re p la c e -
ing fro n t c o v e r o il s e a l e ith e r w ith c o v e r in s ta lle d
o r rem o v ed . P ro c e d u re s fo r each condition a r e
c o v e re d s e p a ra te ly .
Figure 40 —Installing Front Cover O il Seal
on 366 or 4 2 7 Engine (Cover Rem oved)
SEAL REPLA CEM EN T
(WITH COVER REMOVED)
1. W ith the co v er rem o v ed , p ry the old se a l
out of th e c o v e r fro m the fro n t w ith a la r g e s c r e w ­
d riv e r .
2. In sta ll new se a l so th at open end of the se a l
is to w a rd the in sid e of co v er and d riv e it into p o s i­
tio n w ith Tool (J-23042) on 350 engines, w hile su p ­
p o rtin g the co v er at in n e r sid e w ith Tool (J-971).
On 366 and 427 engines, u se Tool (J-22102) to
d riv e oil s e a l into p la ce (fig. 40).
CAUTION: When installing seal with
cover removed, do not attempt to install
new seal without supporting cover as in­
dicated in Step 2 previously, as damage
to cover may result.
3. In s ta ll fro n t c o v e r follow ing d ire c tio n s
given p re v io u sly u n d er a p p ro p ria te heading.
SEAL REPLA CEM EN T
(WITH COVER INSTALLED)
1. W ith to rs io n a l d am p er rem o v ed , p ry se a l
out of c o v e r fro m the fro n t w ith a la rg e s c re w ­
d riv e r, being c a re fu l not to dam age the s u rfa c e on
th e c ra n k sh a ft.
2. In sta ll new s e a l so th at open end of the
s e a l is to w ard the in sid e of the c o v er and d riv e
it into p o sitio n w ith Tool (J-8340) fo r 350 engine,
o r w ith Tool (J-22102) fo r 366 and 427 engines
(fig. 41).
3. In sta ll d am p er and pulley a s p re v io u sly in ­
s tru c te d .
TIMING CHAIN A N D /O R SPROCKET
REPLACEMENT
REMOVAL
1. R em ove d a m p er fro m c ra n k sh a ft and r e ­
I T-4786
Figure 41 _ Installing Cover O il Seal with
Cover Installed (366 or 4 2 7 Engine Shown)
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 6A-27

Figure 4 2 —Rem oving Chain Sprocket from

Crankshaft w ith Special Tool (Typical)
T-3576
m ove fro n t c o v e r fro m engine. In s tru c tio n s fo r
fo reg o in g o p e ra tio n s a r e c o v e re d p re v io u sly in
th is se c tio n . Figure 4 4 —M arks on Timing Chain Sprockets

2. C ra n k engine u n til m a rk s on c a m sh aft and sp ro c k e t on 350 engine, o r u se Tool (J-21058) on

c ra n k s h a ft s p ro c k e ts a r e in alig n m en t (fig. 44).
3. R em ove c a m sh a ft sp ro c k e t to c am sh aft
b o lts .
4. R em ove c a m sh a ft s p ro c k e t and tim ing chain
to g e th e r. S p ro ck et is a lig h t p r e s s fit on c a m sh aft.
If sp ro c k e t does not com e off e a sily , a lig h t blow
on th e lo w e r edge of th e s p ro c k e t (with a p la s tic
m allet) should d islodge th e s p ro c k e t.
5. If c ra n k sh a ft s p ro c k e t is to be re p la c e d ,
re m o v e s p ro c k e t u sin g Tool (J-5825) on 350 en­
gine (fig. 42), o r w ith Tool (J-1619) on 366 and
427 en g in es.
REMOVAL
INSTALLATION
1. If c ra n k sh a ft s p ro c k e t h as been rem o v ed ,
clu tch rem o v ed fro m engine, rem o v e th e flyw heel.
u se Tool (J-5590) a s shown in fig u re 43 and in s ta ll
366 and 427 engines.
2. In s ta ll tim in g chain cam sh aft sp ro c k e t.
Hold th e sp ro c k e t v e rtic a l w ith the chain hanging
down and p o sitio n so alignm ent m a rk s (fig. 44) a re
lo c a te d a s shown.
3. P la c e chain on cra n k sh aft s p ro c k e t and
p u sh c am sh aft sp ro c k e t into p la ce on c am sh aft, then
draw th e sp ro c k e t into p o sitio n w ith th re e a tta c h ­
ing b o lts. T ighten sp ro c k e t b o lts to 20 foot-pounds
w ith to rq u e w ren ch .
FLYWHEEL REPLACEMENT
W ith tra n s m is s io n a n d /o r clu tch housing and
INSTALLATION
1. C lean th e m ating s u rfa c e s on flyw heel and
cra n k sh a ft to m ake c e rta in th e r e a r e no b u r r s .

CONVERTER I ^ R I N G
BOLT AREA G EA R
DEPRESSED

^EN G IN E \ J TRAN S.

SYN C H RO M ESH A U TO M A TIC T-3

Figure 4 3 —Installing Crankshaft Sprocket Figure 45 —Flyw heel Installation

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 6A-28

GASOLINE ENGINES
en g in es, the flyw heel m u st be in s ta lle d w ith the a
flange c o lla r to tra n s m is s io n sid e (fig. 45).
C oat th re a d end of b o lts w ith s e a le r , th en in ­
s ta ll b o lts and to rq u e to ’’S p e c ific a tio n s."

CHECKING V 8 ENGINE VALVE

Figure 4 6 —Ignition Tim ing M arks at
Front of Engine (Typical!
2. In sta ll flyw heel on c ra n k sh a ft and p o sitio n
to alig n dowel hole of c ra n k sh a ft flange and fly ­
w heel (fig. 45).
NOTE: On A utom atic T ra n s m is s io n equipped
TIMING
When it b eco m es n e c e s s a ry to m ake a check
of valve tim in g , the follow ing p ro c e d u re can be
used:
1. R em ove valve ro c k e r a r m c o v e rs.
2. T u rn c ra n k sh a ft so tim in g m a rk is a t the
"O " m a rk on p o in te r and n u m b e r 1 c y lin d e r is read y
to f ire (fig. 46). At th is point when m oving cra n k ­
sh a ft, the ex haust valve in n u m b er 6 cy lin d e r w ill
have ju st c lo se d and in tak e valve w ill ju st begin to
open. If th is condition e x is ts th e v alves a r e in
tim e . If th e exhaust valve o r intake valve is open
when th e p o in te r is at the tim in g m a rk (fig. 46) the
c am sh a ft is out tim e .
NOTE: When th e n u m b er 6 c y lin d e r is re ad y
to f ir e and the p o in te r is a t th e tim in g m a rk (fig.
46) the n u m ber 1 c y lin d er exhaust valve w ill have
ju s t c lo se d and the intake valve w ill begin to open.

TORQUE WRENCH SPECIFICATIONS

(IN-LINE ENGINES)
Torque wrench specifications listed below apply to clean dry threads except as otherwise indicated.
•y r
ITEM FT.-LBS.
Push Rod Cover................................................................ Main Bearing Cap Bolts........... ....................... 65
Cylinder Head Bolts.......................................................... Oil Pump Bolts......................... .......................9V2
Manifold Clamps (O u te r)................................................ Oil Filter (Throw-Away Type). (10-15) See Text
Manifold Clamps (Except O uter)................................... Oil Filter Stud (If Used).......... ....................... 45
Exhaust-to-Intake M anifold............................................ Crankshaft D am per................... ....................... 60
Thermostat Housing..........................................................
Water Outlet Housing....................................................... Flywheel Bolts
Water Pump........................................................................ 250 Engines............................ . 60
Engine Front Cover........................................................... 292 Engines............................ .110
Spark Plugs 13/ie " Wrench Size—Gasket Type P lug.. Flywheel Housing...................... . 30
Spark Plugs—5/s " Wrench Size—Tapered Seat Plug. Oil Pan
Connecting Rod Bolt Nuts End Bolts................................. . 10
250 Engines........................ ?........................................ Bolts (Exc. Ends)................... . 7
292 Engines.................................................................... Oil Pan Drain Plug.................... . 20

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 GASOLINE ENGINES

Rocker Arm Cover

Rocker Arm Stud (366 and 427 Only)
Distributor Clamp
Cylinder Head
350.................. 65
366 and 427 Engines...................................................................... 80
Crankshaft Damper.............................................................................. 85
Manifold (In le t).................................................................................... 30
Manifold (Exhaust)............................................................................... 20
Flywheel H ousing................................................................................. 30
Flywheel................................................................................................. 60
Spark Plug Vs" Wrench Size—Tapered Seat................................. 15
Water Pump........................................................................................... 30
Camshaft Sprocket.............................................................................. 20
Connecting Rod Caps
350 Engines....................................................................................... 35
366 and 427 Engines........................................................................ 55
Main Bearing Caps (350 Engine)
Inner Bolts......................................................................................... 75
Outer Bolts........................................................................................ 65.
Main Bearing Caps (366 & 427 Engines)
Inner Bolts......................................................................................... 100
Outer Bolts......................................................................................... 95
Oil Pum p................................................................................................ 65
Oil Pan
350 Engines....................................................................................... 5V2
366 and 427 Engines....................................................................... .1254-15
Oil Filter........................................................................................... .. 25
Oil Pan Drain P lug........................................................................... .7 20
Flywheel Housing Underpan.................................................. . 6-75/2

1 ;
' 'y
IK
■ &

In sp ect engine fro n t and r e a r m ountings as

p a r t of re g u la r engine m aintenance p ro g ra m . Be
s u r e a ll b ra c k e t attaching b o lts a r e kept tig h t.
R e fe r to ENGINE MOUNTINGS (SEC. 6D) fo r engine
m ounting inform atio n .

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 6A-30

GASOLINE ENGINES

______________________________ ^ In a u b U jb ia a * ta i^ L G h o s tt

HARD STARTING
SYMPTOM A - SLOW CRANKING
POSSIBLE CAUSES REMEDY
1. Heavy engine oil. 1. Change to lig h te r oil.
2. P a rtia lly d is c h a rg e d b a tte ry . 2. C harge b a tte ry .
3. F aulty o r u n d e rc a p a city b a tte ry . 3. R eplace b a tte ry .
4. Poor b a tte ry co n n ectio n s. 4. C lean and tighten o r re p la c e co nnections.
5. F aulty s t a r t e r so len o id . 5. R eplace o r r e p a ir solenoid.
6. F aulty s ta r tin g m o to r o r d riv e . 6. O verhaul s ta rtin g m o to r.

SYMPTOM B - LOW CYLINDER COMPRESSION

POSSIBLE CAUSES REMEDY
1. Burned o r w arp ed v a lv e s. 1. O verhaul cy lin d e r head.
2. Im p ro p e r valve la s h . 2. A djust to p ro p e r c le a ra n c e .
3. W orn o r b ro k en p isto n rin g s . 3. O verhaul engine.
4. D efectiv e c y lin d e r head g a sk e t. 4. R eplace g a sk e t.

SYMPTOM C - LACK O F FUEL

POSSIBLE CAUSES REMEDY
1. Fuel lin e s clogged. 1. C lean fuel lin e s.
2. Low fuel supply. 2. Check am ount of fuel in tank, fill if supply is low.
3. Clogged vent in fuel tank cap . 3. C lean o r re p la c e cap.
4. B reak in fuel supply lin e allow ing a ir to be
draw n into fuel lin e . 4. R eplace o r r e p a ir lin e s.
5. Clogged fuel f ilte r . 5. S erv ic e f ilte r a s reco m m en d ed in applicable
p o rtio n of ENGINE FUEL SYSTEM (SEC. 6M).
6. W ater o r ice in fuel sy ste m . 6. Thaw if fro ze n , and d ra in w a te r out of tank and
filte r s .
7. D efective fuel pum p. 7. Make p r e s s u r e te s t at pump o u tle t.
8. D irty c a r b u r e to r . 8. C lean c a rb u re to r.
9. C a rb u re to r choke in o p e ra tiv e , o r not p ro p e rly
ad ju sted . 9. Check choke o p eratio n and ad ju st as n e c e s s a ry .

SYMPTOM D - IGNITION TROUBLES

POSSIBLE CAUSES REMEDY
1. D istrib u to r p o in ts b u rn ed o r c o rro d e d . 1. C lean o r re p la c e p o in ts.
2. D is trib u to r p o in ts out of ad ju stm en t. 2. A djust point gap.
3. F aulty s p a rk p lug s. 3. C lean o r re p la c e and ad ju st sp a rk plug gap.
4. D efective w irin g . 4. In sp ect w iring and c o r r e c t as re q u ire d .
5. Ignition out of tim e . 5. Set ignition tim ing.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 6A - 31

GASOLINE ENGINES

HARD STARTING (CONT.)

SYMPTOM D - IGNITION TROUBLES (C ont'd.)

POSSIBLE CAUSES REMEDY

6. D efective ignition co il o r c o n d e n se r. 6. T e st coil and co n d e n se r; re p la c e if n e c e s s a ry .
7. C ra c k e d d is trib u to r cap. 7. In sta ll new cap.

LACK OF POWER
SYMPTOM A - POOR COMPRESSION
POSSIBLE CAUSES REMEDY
1. In c o rre c t valve la sh . 1. A djust to c o r r e c t c le a ra n c e .
2. Leaky v a lv e s. 2. Rem ove c y lin d e r head and g rin d v alv e s.
3. V alves o r lif te r s stic k in g . 3. F re e up o r re p la c e .
4. W eak o r b roken valve s p rin g s . 4. R eplace defectiv e s p rin g s.
5. Valve tim in g in c o r r e c t. 5. C o rre c t the valve tim ing.
6. Blown c y lin d e r head g a sk e t. 6. R eplace g ask e t.
7. Broken o r stu ck p isto n rin g s . 7. F re e up o r re p la c e p isto n rin g s.
8. W orn p isto n s, rin g , a n d /o r c y lin d e r b o re s . 8. O verhaul engine.

SYMPTOM B - IGNITION SYSTEM MALFUNCTION

POSSIBLE CAUSES REMEDY
1. Ignition out of tim e . 1. Set ignition tim ing.
2. D efective s p a rk p lu g s. 2. C lean o r re p la c e s p a rk p lu g s.
3. D is trib u to r p o in ts w orn o r out of a d ju stm en t. 3. C lean and ad ju st p o in ts o r re p la c e .

SYMPTOM C - LACK OF FU EL
POSSIBLE CAUSES REMEDY
1. D irt o r w a te r in c a r b u r e to r . 1. C lean c a rb u r e to r.
2. G as lin e s p a rtly clogged. 2. C lean g as lin e s.
3. D irt in g as tank. 3. Clean g as tank.
4. A ir le a k s in g as lin e . 4. T ighten and check gas lin e s.
5. F uel pump not functioning p ro p e rly . 5. R eplace o r re p a ir fuel pum p.
6. G o v ern o r m alfunction. 6. R e p air o r re p la c e g o v ern o r.

SYMPTOM D - EXCESSIVE FU EL (FLOODING)

POSSIBLE CAUSES
1. Choke not fully open.
2. A ir c le a n e r r e s tr ic te d .
3. C a rb u re to r flo at valve not se a tin g .
4. R ich m ix tu re at id le sp eed .
REMEDY
1. Check choke and adjust c o n tro l.
2. S erv ice a ir c le a n e r.
3. C lean float valve and s e t float lev el.
4. A djust c a rb u r e to r idle m ix tu re.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 6A-32

GASOLINE ENGINES

LACK OF POWER (CONT.)

SYMPTOM D - FAULTY ACCELERATION
POSSIBLE CAUSES REMEDY
1. D efective c a r b u r e to r (a c c e le ra to r pum p -
clogged je ts ). 1. R e p a ir o r re p la c e c a rb u r e to r.
2. D efective g o v e rn o r. 2. R e p air o r re p la c e g o v e rn o r.
3. A ir leak a t intake m anifold. 3. R eplace g a sk e ts a n d /o r m anifold.
4. F aulty ig nition w irin g . 4. In sp ect fo r e x c e ssiv e r e s is ta n c e and defective
insu latio n .
5. M isfirin g s p a rk p lu g s. 5. C lean a n d /o r re p la c e s p a rk plugs.
6. L ack of c y lin d e r c o m p re ssio n , due to w orn
p isto n rin g s , burn ed v a lv e s, o r d efectiv e head
g ask e t. 6. R eplace d efective p a r ts o r overh au l engine.
7. E xhaust back p r e s s u r e too high. 7. R eplace o r r e p a ir d efectiv e exhaust sy ste m
com ponents.

POSSIBLE CAUSES
1. L oose o r d efectiv e fan b e lt.
2. T h e rm o sta t not opening.
3. Coolant lo s s .
4. P a rtia lly clogged ra d ia to r.
5. D efective w a te r pum p.
6. In c o rre c t ignition o r valve tim in g .
7. D ragging b ra k e s .
8. R e s tric te d exhaust sy ste m .
9. Im p ro p e r valve c le a ra n c e s .
10. Ignition d is trib u to r advance
11. O verloaded v eh icle.
OVERH EATING
REMEDY
1. A djust o r re p la c e b elt.
2. R eplace th e rm o s ta t.
3. Check fo r le ak s and re p a ir a s n e c e s s a ry .
4. C lean ra d ia to r c o re in te rn a l p a ssa g e s, and
a ir p a s s a g e s .
5. R e p air o r re p la c e pum p.
6. R etim e engine.
7. A djust o r re p a ir b ra k e s.
8. C lean o r re p la c e exhaust sy ste m com ponents.
9. A djust valve c le a ra n c e .
in o p e ra tiv e . 10. R ep a ir d is trib u to r to c o r r e c t m alfunction.
11. R educe load p e r vehicle ra tin g .

NOTE: When o p eratin g veh icle in hot c lim a te o r at high a ltitu d e s, it may be n e c e s ­
s a ry to check p r e s s u r e cap a n d /o r u se cap w ith h ig h er opening p r e s s u r e to p re v e n t
boiling.

ROUGH IDLE A N D /O R STALLING

SYMPTOM A - ERRATIC RUNNING OR SURGING
POSSIBLE CAUSES REMEDY
1. Idle m ix tu re too ric h . 1. A djust idle m ix tu re s c re w s .
2. Im p ro p e r ignition tim in g . 2. Set tim ing.
3. Vacuum leak (a ir e n te rin g intake m anifold). 3. R eplace g a sk e t, o r tighten m anifold b o lts. Check
a n d /o r re p la c e vacuum b ra k e hose (when used).

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 6A-33

GASOLINE ENGINES

ROUGH IDLE A N D /O R STALLING (CONT.)

SYMPTOM A - ERRATIC RUNNING OR SURGING (C ont'd.)
POSSIBLE CAUSES
4. In o p erativ e c ra n k c a s e v en tilatio n v a lv e s.
5. C y lin d er head g a sk e ts leaking, o r c y lin d e r head
c ra c k e d .
6. W orn valve guides.
REMEDY
4. C lean o r re p la c e v alv e s.
5. R eplace c y lin d er head o r gask et.
6. O verhaul c y lin d e r head.

SYMPTOM B - STALLING
POSSIBLE CAUSES REMEDY
1. Engine idle sp eed se t too slow . 1. A djust idle speed to sp e c ific a tio n s.
2. Engine running too cool. 2. In sta ll p ro p e r th e rm o sta t.
3. E xhaust r e s tr ic te d . 3. R ep air exhaust sy ste m to elim in ate ex c e ssiv e
back p r e s s u r e .
4. C a rb u re to r flooding. 4. R eplace defective float valve, se t c a rb u re to r
float lev e l. Check fuel pump fo r e x c essiv e
p re ssu re .
5. D efective fuel pum p. 5. R eplace pum p.

DETONATION
(SPARK KNOCK OR PING ON ACCELERATION)

POSSIBLE CAUSES REMEDY

1. Ignition advance too fa r fo r fuel being u sed . 1. R eta rd ignition tim ing.
2. W rong type (heat range) s p a rk plug. 2. In stall c o r r e c t sp a rk plug.
3. E x c e ssiv e build-up of d e p o sits in com bustion
c h a m b e rs. 3. Clean com bustion c h a m b e rs.
4. R e s tric te d coolant p a s s a g e s in c y lin d e r head
cau sin g "hot s p o ts " in com bustion c h a m b er. 4. Rem ove cy lin d e r head and clean p a s s a g e s .
5. O verh eated engine. 5. Make c o r re c tio n s to low er the engine op eratin g
te m p e ra tu re . (R efer to "C a u se s" and "R em ed ied '
p re v io u sly c o v e re d under "O verheating.")
6. Lugging engine. 6. Use low er tra n s m is s io n g e a r to p re v e n t o v e r­
loading engine.

HIGH LUBRICATING OIL CONSUMPTION

POSSIBLE CAUSES REMEDY

1. Oil lin e s o r co nnections leaking. 1. Tighten o r re p la c e defective p a r ts .
2. L eaking g a sk e ts. 2. R eplace g a sk e ts a s n e c e s s a ry .
3. C ra n k c a se oil lev el too high. 3. D rain c ra n k c a se and re fill to c o r r e c t le v el.
4. C ran k sh aft oil s e a ls w orn. 4. R eplace oil s e a ls .
5. P istons a n d /o r rin g s w orn, o r p isto n s dam aged;
c y lin d e r b o re s s c o re d o r w orn. 5. O verhaul engine.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 6A-34

GASOLINE ENGINES
LOW ENGINE OIL PRESSURE
(When checked w ith engine at n o rm al o p eratin g te m p e ra tu re )

POSSIBLE CAUSES REMEDY

1. D efective oil gauge o r sending unit. 1. Check p r e s s u r e w ith m a s te r gauge. R eplace oil
gauge o r sending unit if d efectiv e.
2. Oil v isc o s ity too low. 2. F ill c ra n k c a se w ith c o r r e c t oil.
3. Oil d ilu ted w ith g aso lin e. 3. Check fo r in d ications of choke m alfunction or
c a r b u re to r flooding allow ing gaso lin e to e n te r
c ra n k c a s e . Make n e c e s s a ry c o rre c tio n .
4. Suction lo s s . 4. Check fo r loose intake pipe and s c re e n in oil
pan. A lso check fo r p a rtia lly clogged in le t sc re e n .
5. Weak o r broken re lie f valve sp rin g in oil pum p. 5. Inspect sp rin g and re p la c e if n e c e s s a ry .

ENGINE NOISE
SYMPTOM A - VALVE MECHANISM NOISE

POSSIBLE CAUSES REMEDY

1. Sticking v alv es. 1. Clean and lu b ric a te valve s te m s .

2. I n c o rre c t valve la sh . 2. A djust valve la sh .
3. Bent push ro d (s). 3. D eterm in e and c o r r e c t ca u se of push rod bend­
ing. In sta ll new push rod.
4. W orn ro c k e r a rm s a n d /o r shaft. 4. R eplace w orn p a rts and m ake su re oil is re a c h ­
ing valve ro c k e r a rm s .
5. Broken valve sp rin g . 5. R eplace sp rin g .
6. D am aged valve lif te r a n d /o r c am sh aft. 6. R eplace lifte r a n d /o r c am sh aft.

SYMPTOM B - BEARING NOISE

POSSIBLE CAUSES REMEDY

1. Insu fficien t oil supply. 1. Check oil level and add oil as re q u ire d .
2. Low oil pump p r e s s u r e . 2. Rem ove and in sp e ct oil pump and in let sc re e n .
Make n e c e s s a ry c o rre c tio n s .
3. Thin or d iluted oil. 3. Change o il. Use oil with p ro p e r v isc o sity .
4. E x c e ssiv e b earin g c le a ra n c e . 4. Rem ove oil pan and m ake b ea rin g rep lac em en t
o r r e p a ir s .
5. Piston p in s loose fit in connecting rod o r p isto n . 5. In sta ll new piston pins (o v ersiz e pins if re q 'd .).
6. Piston to c y lin d er b o re c le a ra n c e e x c e ssiv e
(piston slap ). 6. O verhaul engine.

NOTE: When diagnosing engine noise p ro b le m s, be c a re fu l that n o ise s c au se d by

a c c e s s o r ie s such as a ir c o m p re s s o r and pow er tak e-o ff a re not m istak en fo r
engine n o is e s . Rem oval of a c c e s s o ry d riv e b e lts w ill elim in ate any n o ise s cau sed
by th ese u n its.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 6D-1

SECTION 6D
QncpiMe M fU M itU u jA

C u sh io n -ty p e m ountings a re u se d a t a ll engine

m ounting p o in ts. D ual fro n t m ounts a re u se d w ith M OUNTING BOLT
a ll In -lin e en g in es. Conv. M odels 90-130 ft.-lbs.
The v a rio u s ty p es of m ountings a r e illu - Tilt Models 120-130 ft.-lbs.
tr a te d in fig u re s 1 through 6.

Engine m ountings should be in sp e c te d p e rio d ­

ic a lly and re p la c e d if found dam aged o r d e te r io r ­
ate d .
IM PORTANT: B ro k en o r d e te rio ra te d m ounts
can c a u se m isa lig n m e n t and eventual d e stru c tio n
of c e rta in d riv e tr a in com ponents. A lso, when a
sin g le m ounting f a ilu re o c c u rs , th e rem ain in g
m ounts a r e s u b je c te d to ab n o rm ally high s t r e s s e s .
When in sp e c tin g engine m ounts, check a ll a t­
tach in g b o lts and n u ts fo r tig h tn e s s. R e fe r to T orque
C h a rt shown below :

CAUTION: Raise rear of power plant

only high enough to permit removal of
upper cushion; and provide safety block­
ing to prevent tipping and possible damage
to front mountings.___________________

FRAME BRACKET FLYWHEEL

MOUNTING CUSHION REPLACEMENT BOLTS HOUSING T-8075
IM PORTANT: When sup p o rtin g engine to r e ­
p la c e a m ount, r a is e engine only to height re q u ire d
to re p la c e the m ount. If r a is e d beyond th is height, Figure 1—Engine Rear M ounting at Frame Bracket (TypicalI
p o ss ib le dam age to w irin g , lin e s and c o n tro l lin k ­
age could o c c u r.
ENGINE MOUNTING TORQUE CHART

ENGINE FRONT MOUNTINGS ENGINE REAR MOUNTINGS

M ounting B ra c k e t M ounting M ounting B ra c k e t M ounting M ounting B ra c k e t
M odels
To Engine B o lts B o lts To Engine B olts B olts To F ra m e B olts
TE50 - 350 Eng. 35-45 70-80 _
55-75
- 366 Eng. - 25-30 - 55-75 -
TE60 - 366 Eng. - *25-30 - 55-75 _

- 427 Eng. - *25-30 85-105 * 70-80 -

TS50 40-50 55-75 55-75 -

C E50-60; ME50
366 Engine 30-40 *30-40 - 55-75 _

427 Engine 30-40 *30-40 80-120 *180-260 -

C S-S S-40-50 40-50 55-75 - 55-75 _

CE40; C E -M E -6 0 - 30-40 - 55-75 -

*Nut Torque

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 6D-2

ENGINE M OUNTINGS

1 Crankshaft Pulley
2 Engine Support B racket
3 Upper Cushion
4 Spacer
5 Lower Cushion
6 W asher
7 Engine Support Bolt
8 C ro ssm em b er
9 W asher
10 Nut (Conventional
Models 30-40 F t.-L b s.)
(T ilt Cab Models
25-30 F t.-L b s.)
11 C otter Pin
T-8069

Figure 2 —Engine Front M ounting (V8 G asoline Engine M odelI

When re p la c in g e ith e r r e a r m ount it is n e c e s ­

s a ry to r a is e only th a t p a r tic u la r sid e of engine.
1. B e fo re low ering engine onto new m ounting
cushio n , m ake s u r e cushion, b o lts and bo lt s p a c e rs
(if used) a r e p o sitio n ed p ro p e rly . R e fe r to a p p lic ­
ab le illu s tra tio n .
NOTE: If an alig n m en t dowel is u se d a t m ount­
ing m ake c e rta in th a t it engages th e lo catin g hole
in m ating p a r t.
Figure 4 —Engine Rear M ounting on Crossmember
(CE, CS, M E50 and 60 and TE50)
2. W ith cushion com ponents in p la c e , low er
engine ju s t enough to allow s ta rtin g of a ll a tta c h ­
ing b o lts.
3. A fter b o lts a r e s ta r te d , lo w er engine to
m ount, then w ith a ll com ponents in p o sitio n , tighten
the attaching b o lts and nuts to to rq u e sp e c ifie d in
T orque C h a rt on p re v io u s page.

Figure 3 —Engine Rear Mounting (CE, M E, and TE60) Figure 5 —Engine Front Mounting (TE50)

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 6D-3

ENGINE M O UNTINGS

ENGINE BRACKET
IMPORTANT: If a lock s tr a p is u s e d a tm o u n t-
ENGINE BOLTS ing b o lts o r n u ts, in s ta ll the sa m e to s e c u r e the
ENGINE BRACKET m ounting.
(40-50 ft.-lbs.)

ENGINE FRONT MOUNT

REPLACEMENT (V8 GASOLINE
ENGINE MODELS)
REMOVAL (R efer to Fig. 2)
1. Rem ove c o tte r pin (11) a t each m ounting
b o lt, then loosen m ounting bolt n u ts.
2. R a ise engine high enough to rem o v e w eight
fro m cushions (3 and 5).
3. R em ove m ounting bolt n u ts, b o lts, s p a c e rs ,
SPACER AT EACH LOWER BOLT
and cushions.
(Some models right side INSTALLATION ( R e f e r to Fig. 2)
mount only) 1. P o sitio n cu sh io n s (3) on top of c ro s s m e m ­
71 FRAME RAIL
BRACKET b e r , and a sse m b ly s p a c e rs (4), cu sh io n s (5),
T-8073 w a s h e rs (6), and b o lts (7) through c ro s s m e m b e r
and m ounting com ponents.
2. I n s e r t top of b o lts through h oles in engine
Figure 6 — Front Mounting for In-Line Engine
( CS40, CS, SS50; TS50) (Typical)
m ounting b ra c k e t and in s ta ll c a stila te d n u ts. T orque
nu ts to 30-40 foot-pounds. In s ta ll c o tte r p in s.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

w

w m fSSr :

SECTION 6K
CrtUfUte. GoolUuj, S yiiem
GENERAL DESCRIPTION
A p r e s s u r e cooling s y s te m is p ro v id ed fo r on
a ll m odels by a p r e s s u r e type r a d ia to r cap (fig. 1).
T he p r e s s u r e type r a d ia to r cap u se d is designed
to hold a p r e s s u r e above a tm o sp h e ric p r e s s u r e in
th e cooling s y s te m . E x c e ssiv e p r e s s u r e is re lie v e d
by a valve w ithin th e cap th a t opens to r a d ia to r
o v erflo w .
The w a te r pum p is a b a ll b e a rin g , c e n trifu g a l
vane im p e lle r ty p e. It re q u ir e s no c a r e o th e r than
to m ake c e rta in th e a i r vent a t th e top of the h o u s­
ing and the d ra in h o les in the bottom do not becom e
p lugged w ith d ir t o r g r e a s e . R em oval and in s ta ll­
atio n of th e w a te r pum p is c o v e re d in th is se c tio n .
F a ilu re of the pum p w ill n e c e s s ita te pump
re p la c e m e n t.
MAINTENANCE AND ADJUSTMENTS
INSPECTION O F SYSTEM
A lthough actio n of th e cooling s y s te m c o n tro ls
th e o p e ra tin g te m p e r a tu r e of th e engine, im p ro p e r
ig n itio n tim in g (g aso lin e engines) o r im p ro p e r o r
in su ffic ie n t lu b ric a tin g o il in the engine c ra n k c a se
m ay ca u se th e engine to o v e rh e a t, even though the
cooling s y s te m is functioning p ro p e rly . T h e se
ite m s should alfc, be checked fo r ca u se of im ­
p r o p e r cooling.
CAUTION: When the engine is at
normal operating temperature or above,
the internal pressure built up in the cool­
ing system will blow out scalding fluid
and vapors if the radiator cap is suddenly
removed. To prevent loss of coolant and
to avoid the danger of being burned, the
coolant level should be checked, or cool­
ant added, only when the engine is cool. If
the cap must be removed when the engine
is hot, place a cloth over the cap and ro­
tate the cap slowly counterclockwise to
first stop and allow pressure to escape
completely. Then turn cap again slowly
counterclockwise to remove.
Cooling s y s te m s m u st be kept a ir - tig h t. As
th e p r e s s u r e in th e s y s te m r a is e s the boiling point
of the coolant, any a i r le a k would lo w er boiling
Sec. 6K-1
Figure I —Pressure Type Radiator Cap
NOTE: F o r in fo rm atio n covering ra d ia to r and
cooling fan sh ro u d s and a lso ra d ia to r c o re s r e f e r
to RADIATOR AND SURGE TANK (SEC. 13) of th is
m anual.
p o in t and re s u lt in lo s s of coolant. C heck ra d ia to r
cap s e a l and a ll r a d ia to r connections. E n tire co o l­
ing s y s te m can be checked fo r lea k s in c a stin g s,
connection h o se s, g a sk e ts, p r e s s u r e v a lv es, and
f ille r cap usin g a conventional cooling sy s te m t e s t ­
ing k it w hich can u su ally be obtained lo c a lly .
DRAINING CO O LIN G SYSTEM
1. R em ove ra d ia to r f ille r cap.
2. R em ove plug o r open d rain cock a t bottom
of r a d ia to r c o re .
3. R em ove d ra in plug a t each sid e of cy lin d er
block.
4. If tilt cab m odel, p la c e h e a te r te m p e ra tu re
c o n tro l in "H EA T" p o sitio n .
5. R em ove d ra in plug fro m bottom of engine
oil c o o le r (if equipped).
6. R em ove d ra in plug fro m bottom of cooling
s y s te m f ilte r asse m b ly (if equipped).
7. If v eh icle is equipped w ith a w a te r-c o o le d
a i r c o m p re s s o r, disco n n ect a ir c o m p re s s o r cool­
an t hose fro m sid e of cy lin d er block.
FILLING CO O LIN G SYSTEM
W hen cold w a te r is p o u re d into the ra d ia to r,
th e th e rm o s ta ts w ill c lo se even though the engine
is w a rm . T h is action m ay tra p a ir in cy lin d e r
block and head p a s s a g e s . The tra p p e d a ir w ill lea k
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 6K-2
ENGINE COOLING SYSTEM
throug h the th e rm o s ta t ven ts th e re b y lo w erin g the
w a te r le v e l.
U se The Follow ing M ethod When F illin g System :
1. If v eh ic le is equipped w ith h e a te r, the con­
tr o l valve (tilt cab m odels) m u st be wide open b e ­
fo re fillin g cooling s y ste m . T h is o p e ra tio n is to
p re v e n t a ir fro m being tra p p e d in h e a te r and lin e s.
2. When checking le v e l of coolant, rem o ve
r a d ia to r cap SLOWLY (if engine is hot). No ad d i­
tio n al w a te r is re q u ire d if w a te r is v isib le in f ille r
neck o r at bottom of f ille r tube.
3. F ill r a d ia to r u n til w a te r can be s e e n through
f ille r neck o r to b ottom of f ille r tube.
4. Add m o re w a te r slow ly u n til no m o re a ir
bubbles can be se e n . Run engine a few m inutes to
fu r th e r expel a i r , then add m o re liq u id if n e c e s ­
s a r y to b rin g it up to p ro p e r lev el.
5. If v eh icle is equipped w ith a w a te r-c o o le d
a i r c o m p re s s o r, vent a ir fro m c o m p re s s o r cooling
c a v itie s and connecting lin e s by loosening sm a ll
hex plug a t high sid e of c o m p re s s o r.
6. Do not o v e rfill if a n ti- f r e e z e solution is
u se d .
CAUTION: DO NOT POUR CO LD
W A T E R IN RA D IA TO R W H ILE EN GIN E
IS HOT. Wait until boiling ceases, then
add water slowly while engine is idling.
Install radiator cap firmly.
CLEANING SYSTEM
U n less w a te r in cooling sy ste m is tr e a te d w ith
a c o rro s io n p re v e n tiv e , r u s t and sc a le m ay ev en t­
u a lly clog w a te r p a s s a g e s in ra d ia to r and w a te r
ja c k e ts . T h is condition is a g g rav ated in so m e lo ­
c a litie s by the fo rm a tio n of inso lu b le s a lts fro m
w a te r u sed .
C leaning so lu tio n s, c o m m e rc ia lly a v a ila b le,
w ill su c c e ssfu lly cle a n cooling s y s te m s of r u s t,
s c a le , sludge, and g r e a s e when u se d a s d ire c te d
by the m a n u fa c tu re rs . H ow ever, if r a d ia to r is
clogged w ith in so lu b le s c a le fo rm a tio n s, re lia b le
r a d ia to r s e rv ic e sta tio n s in the v a rio u s lo c a litie s
a r e b e s t equipped to rem o v e such fo rm a tio n s.
GM Cooling S y stem C le a n e r o r o th e r co m ­
m e rc ia l cleaning so lu tio n s a r e e sp e c ia lly effective
in rem oving r u s t, s c a le , and c o rro sio n fro m the
ra d ia to r and engine w a te r p a s s a g e s . U se c le a n e r rem o v e valve and in sta ll p r e s s u r e valve opening
only a s d ire c te d on la b e l. P a rtic u la r ly a t w in ter
ch eck -u p , p re fe ra b ly b e fo re and a fte r u sin g a n ti­
fre e z e so lu tio n s, ra d ia to r and e n tire sy s te m should
be clean ed w ith a reco m m en d ed cleaning solution
a s follow s:
CLEANING
1. D ra in sy ste m , then c lo se cocks and in sta ll of overflow tube. T h is connection m ust be a ir- tig h t.
d ra in p lu g s.
2. F ill sy ste m w ith cleaning solution. Always
follow m a n u fa c tu re r's d ire c tio n s.
3. W ith ra d ia to r c o v ered and ra d ia to r cap on
tig h t, run engine 15 to 20 m inutes at fa st idle speed.
D ra in sy ste m com pletely.
4. If cleaning solution u se d re q u ire s a n eu­
t r a l i z e ^ u se a s d ire c te d by m a n u fa c tu re r.
FLUSHING
B e fo re p r e s s u r e flushing sy ste m , tighten c y l­
in d e r head b o lts to p re v e n t p o ssib le w a te r leak s
into c y lin d e rs and c ra n k c a se and rem ove th e rm o ­
s ta ts . When p r e s s u r e flushing, apply a ir g rad ually,
a s ra d ia to r w ill stan d only a lim ite d p r e s s u r e .
CORROSION PREVENTION
U se of w a te r containing lim e , a lk a li, and o th e r
im p u ritie s is a m a jo r c au se of ru s t and sc a le fo rm ­
atio n in cooling sy ste m . A ir o r exhaust gas leaking
into the sy ste m can a lso be cau se of r u s t and c o r ­
ro sio n . A r u s t p re v en tiv e , in h ib ito r, o r w a te r f ilte r
should be u se d continuously.
D rain and flu sh cooling sy ste m ev ery 24 m onths
and add new a n ti-fre e z e solution.
INHIBITORS AND SEALERS
In g e n e ra l, in h ib ito rs a r e not c le a n e rs and
w ill not rem o v e sc a le and r u s t a lre a d y fo rm ed .
GM C ooling S ystem In h ib ito r and S e a le r w ill r e ­
ta r d r u s t and sc a le fo rm atio n and is com patible
w ith alum inum com ponents. In h ib ito r and s e a le r
should be u se d im m ed iately a fte r new a n ti-fre e z e
so lution has been added to sy ste m and ev ery fa ll
th e re a f te r.
It is im p o rta n t not to u se too m uch in h ib ito r
o r to u se two d iffe re n t ty p es a t the sam e tim e .
NOTE: USE INHIBITOR AND SEALER ONLY
AS INSTRUCTED ON LABEL.
AIR SUCTION TEST
A ir m ay be draw n into sy ste m due to low
liquid lev el in the ra d ia to r o r su rg e tank, leaky
w a te r pum p, o r lo o se hose connections. T his action
w ill also c au se c o rro sio n .
1. R eplace r a d ia to r cap having in te g ra l p r e s ­
s u re r e lie f valve w ith a p la in f ille r cap le s s the
re lie f valve.
2. If a s e p a ra te p r e s s u r e r e lie f valve is u sed ,
c o v e r. Make s u re gasket is in good condition.
3. M ake s u r e r a d ia to r cap s e a l is in good
condition and w ill m ake an a ir - tig h t s e a l. A djust
le v e l of cooling liquid in ra d ia to r, allow ing am ple
ro o m fo r expansion to avoid any overflow lo ss
during te s t.
4. A ttach a length of ru b b e r tube to low er end
Run engine w ith tra n s m is s io n in n e u tra l a t a safe
CHEVROLET 40-60 TRUCK SERVICE MANUAL

sp e e d u n til te m p e ra tu re gauge sto p s ris in g and
re m a in s s ta tio n a ry .
5. W ithout changing engine speed, put end of
ru b b e r tube in a b o ttle of w a te r, avoiding kinks and
s h a rp bends th at m ight block flow of a ir . W atch fo r
b u b b les in b o ttle of w a te r. The continuous a p p e a r­
an ce of bubbles in d ic a te s th a t a ir is being sucked
into th e cooling sy ste m .
6. C o rre c t condition by tightening hose clam p s
and fittin g conn ectio n s. A lso, exam ine a ll hoses
c a re fu lly and if c ra c k e d , sw ollen, o r d e te rio ra te d
in any way, re p la c e w ith new hose.
EXHAUST GAS LEAKAGE TEST
E xhaust gas may be blown into the cooling
s y s te m p a s t c y lin d e r head g ask et o r th ro ugh c ra c k s
in th e c y lin d e r head and b lock. T h is actio n w ill
a lso c au se c o rro s io n and p o ss ib le dam age to en ­
gine com bustion c h a m b e r com ponents.
1. S ta rt te s t w ith engine cold. Rem ove d riv e
b e lt to p re v e n t w a te r pump o p eratio n .
2. P a r tia lly d ra in cooling sy s te m u n til cooling
liq u id lev el is a t top of th e rm o s ta t w ell. Rem ove
th e rm o s ta t(s ) and add coolant u n til lev el is a t top
of th e rm o s ta t w ell.
3. W ith tr a n s m is s io n in n e u tra l, s t a r t engine
and a c c e le r a te it s e v e r a l tim e s .
4. W atch fo r b ubbles in w a te r o r sm oke a t
s u rfa c e of coo lan t w hile a c c e le ra tin g engine. A lso
w atch when engine sp eed d ro p s back to id le. The
a p p e a ra n c e of bubbles o r a sudden r is e of cooling
liq u id in d ic a te s ex h au st gas leak ag e into cooling
s y s te m . Make te s t quickly b e fo re boiling s ta r ts as
s te a m bubbles w ill give m islead in g r e s u lts .
5. If exh au st g as leak ag e is evident, re p la c e
c y lin d e r head g a sk e t o r g a sk e ts, then te s t again.
T ig h ten c y lin d e r head b o lts to to rq u e sp e c ifie d in
GASOLINE ENGINES (SEC. 6A). If le a k s a r e s till
evident, c y lin d e r head o r b lo ck m ay be cra c k e d .
C o rre c t c au se of leak ag e, then in s ta ll th e rm o s ta ts
and a d ju st d riv e b e lt. F ill cooling sy ste m .
COLD WEATHER OPERATION
W ater, w ith an in h ib ito r, can be safely u se d a s
a cooling m edium in c lim a te s w h ere te m p e ra tu re s
do not re a c h below 3 2 °F . In lo w e r te m p e ra tu re s ,
a n ti- f r e e z e so lu tio n s m ust be u sed . B efo re in s ta ll­
ing a n ti- f r e e z e so lu tio n , cooling sy ste m should be
in sp e c te d and s e rv ic e d fo r cold w e a th e r o p eratio n ,
a s p re v io u sly d e s c rib e d u n d e r "C leaning S y stem ."
C y lin d er head b o lts should be checked fo r
tig h tn e s s and g ask et re p la c e d if n e c e s s a ry , to
avoid p o s sib ility of a n ti- f r e e z e so lu tion leaking
into engine, and exhaust g a s e s e n te rin g cooling
s y s te m . A fte r a n ti- f r e e z e solution h as been in ­
s ta lle d , e n tire s y s te m should be in sp e c te d r e g u la r ­
ly fo r le a k s.
Sec. 6K-3
ENGINE COOLING SYSTEM
THAWING COOLING SYSTEM
If cooling m edium in sy ste m beco m es fro zen
so lid , p la c e vehicle in w arm p la c e until ic e is
com pletely thaw ed out. UNDER NO CIRCUM­
STANCES SHOULD ENGINE BE RUN WHEN COOL­
ING SYSTEM IS FROZEN SOLID.
The inhibited y e a r-a ro u n d (p erin an en t-ty p e)
engine coolant, u sed to fill the cooling sy ste m a t
the fa c to ry is a high quality solution th at m eets
G en e ra l M otors S pecification 1899-M . T h is fa c -
to ry - fill coolant solution is fo rm u la te d to w ith ­
sta n d two full c a le n d a r y e a rs of n o rm al o p eratio n
w ithout d raining o r adding in h ib ito rs, and p ro v id es
fre e z in g p ro te c tio n to -2 0 ° F .
It is the o w n e r's re sp o n sib ility to keep the
fre e z e p ro te c tio n at a le v e l co m m e n su ra te w ith
th e a r e a in w hich the veh icle w ill be o p e rate d . R e ­
g a rd le s s of c lim a te , sy ste m p ro te c tio n should be
m ain tain ed at le a s t to 0 ° F ., to p ro v id e adequate
c o rro s io n p ro te c tio n . When adding solution due to
lo ss of coolant fo r any re a so n , o r in a r e a s w here
te m p e ra tu re s lo w er than - 2 0 ° F ., may o c c u r, a
su fficie n t am ount of an ethylene glycol b a se co o l­
ant th a t m ee ts GM S pecification 1899-M should be
u sed .
E v ery two y e a r s the cooling sy ste m should be
s e rv ic e d by flushing w ith p la in w a te r, then co m ­
p le te ly re fille d w ith a fr e s h solution of w a te r and
a h ig h -q u ality , inhibited (p erm anent type) glycol
b a se coolant m eeting GM S pecification 1899-M ,
and providing fre e z in g p ro te c tio n a t le a s t to re a d
0 °F . At th is tim e , also add GM Cooling S ystem
In h ib ito r and S e a le r o r equivalent. In addition,
Cooling S ystem Inh ib ito r and S e ale r should be a d d ­
ed e v ery fa ll th e re a fte r. GM Cooling S ystem In ­
h ib ito r r e ta r d s the fo rm atio n of r u s t o r sc a le and
is com patible w ith alum inum com ponents.
IM PORTANT: A lcohol o r m ethanol b a se co o l­
a n ts o r p lain w a te r a r e not recom m ended fo r your
tru c k at any tim e .
WATER TEMPERATURE INDICATOR
E le c tric type te m p e ra tu re gauge s y ste m con­
s is ts of an engine th e rm a l plug e le c tric a lly con­
n ected w ith re g is te rin g gauge m ounted on in s tr u ­
m ent p a n el. R e fe r to applicable w iring d iag ram in
"W iring D iag ram " booklet. S ystem is a c tiv ate d
when ignition is tu rn e d on.
In -lin e engines have sending unit in sta lle d at
the fro n t left sid e of cy lin d er and on all V -8 's
co v e re d by th is m anual the sending unit is m ounted
on the left cy lin d er head.
WATER TEM PERA TURE INDICATOR TEST
1. D isconnect w ire a t engine u n it.
2. Connect a te s t light c o n sistin g of a 12-volt,
2-can d lep o w er bulb and a p a ir of te s t le a d s in c i r ­
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 6K-4
ENGINE COOLING SYSTEM
c u it by clipping one le a d to b a tte ry p o sitiv e t e r m ­
in a l and o th e r le a d to body of engine gauge u n it. If
bulb lig h ts, un it is p ro p e rly grounded. If bulb does
not lig h t, check fo r p re s e n c e of se a lin g compound
a ro u n d th re a d s of u n it. R em ove com pound and r e ­
p e a t te s t. M ake s u r e un it is p ro p e rly grounded
b e fo re p ro c e e d in g w ith next te s t.
3. R em ove te s t le a d fro m body of u n it and
connect le a d to te rm in a l of u n it. If bulb lig h ts, en­
gine un it is in te rn a lly s h o r t- c ir c u ite d and should
be re p la c e d .
4. R em ove te s t lig h t and r e in s ta ll w ire on
u n it.
5. If engine u n it te s ts sa tis fa c to ry u n d er the
p re v io u s co n d itio n s, ch eck th e follow ing ite m s
acc o rd in g to n a tu re of difficulty:
a. If gauge does not r e g is te r when ig nition o r
co n tro l sw itch is tu rn e d on: T h is m ay be cau sed
by a b re a k in th e c ir c u it betw een th e gauge and the
sw itch o r a sh o rt betw een th is le a d and ground.
b. If gauge show s high te m p e ra tu re u n d e r a ll
co n d itio n s, w ire lead in g fro m gauge to engine unit
is sh o rte d to ground.
c. If gauge r e g i s t e r s a low te m p e ra tu re u n d er
a ll conditions, w ire betw een gauge and engine unit
is b ro k en .
Do not a tte m p t to r e p a ir e ith e r the engine un it
o r the gauge. When in sta llin g new engine un it, do
not u se th re a d com pound on unit th re a d s , a s th is
w ill in c r e a s e e le c tr ic a l re s is ta n c e of un it and
ca u se faulty read in g on gauge.
ENGINE OVERHEAT ALARM
An engine o v e rh e a t a la r m is a v a ila b le a s op­
tio n al equipm ent on V8 m o d els. The a la rm sen d ­
ing un it is lo cated on o u tsid e of left c y lin d e r head.
T he body of the o v e rh e a t sw itch is m ade of
b r a s s , w hile the body of th e te m p e ra tu re gauge
sending un it is zinc p la te d .
The a la r m s y s te m is in te rc o n n e c te d to a t e l l­
ta le lig h t and, on so m e v e h ic le s, to a b u z z e r. The
p u rp o se of th is s y s te m is to sig n al the d riv e r when
engine te m p e ra tu re ex ceed s a safe ra n g e . R e fe r to
a p p ro p ria te w irin g d ia g ra m in ap p licab le "W iring
D ia g ra m s " m anual fo r a la r m s y s te m c irc u it. O v e r­
h e a t te m p e ra tu re sw itc h is not r e p a ira b le and
m u st be re p la c e d a s an a sse m b ly o r u n it.
TESTING ENGINE UNIT AND CIRCUIT
NOTE: B e fo re te s tin g engine unit, m ake the
follow ing c irc u it te s ts :
C irc u it T e s ts
1. D isco n n ect w ire a t engine unit.
2. C onnect a te s t lig h t c o n sistin g of a 2 - can d le-
p o w er 12-volt bulb and a p a ir of te s t le a d s in c i r ­
c u it by clipping one le a d to a hot te rm in a l and
o th e r lead to body of engine unit. If bulb does not
lig h t, check fo r p re s e n c e of se a lin g com pound, oil
o r pain t around th re a d s of unit. Rem ove insu latin g
su b sta n c e and re p e a t te s t. Make s u re unit is p ro p ­
e rly grounded b e fo re p ro ce ed in g w ith te s ts .
3. R em ove te s t le a d fro m body of engine unit
and connect lead to te rm in a l of unit. T hen providing
engine w a te r te m p e ra tu re is not exceeding sw itch
se ttin g , and the bulb lig h ts, engine unit in te r n ­
ally s h o rt- c irc u ite d and should be re p la c e d . R e fe r
to "S p ecificatio n s" fo r sw itch settin g .
4. R em ove te s t light and r e in s ta ll w ire on
engine unit.
5. If a la rm b u z z e r sounds a n d /o r te ll- ta le
lig h ts u n d er a ll conditions w ith engine co n tro l
sw itch in "ON" p o sitio n , w ire leading fro m b u z z e r
o r light to engine unit is sh o rte d to ground.
6. W ith engine c o n tro l sw itch in "ON" p o sitio n ,
and light does not com e on when te rm in a l a t te m p ­
e r a tu re sw itch is sh o rte d to ground, a b re a k o r
s h o rt in w ire betw een engine unit and engine con­
tr o l sw itch is in d icated .
7. When in sta llin g engine unit, do not u se
th re a d com pound on unit th re a d s , a s th is w ill in ­
c r e a s e e le c tric a l r e s is ta n c e and cau se faulty r e ­
actio n .
T e stin g Switch C ontacts
NOTE: Switch unit m ust be rem o v ed fro m en­
gine m anifold in o r d e r to m ake th is te s t. B efo re
te stin g u n it, be s u re th a t e n tire unit is p re - h e a te d
to a p p ro x im ately engine te m p e ra tu re .
I n s e r t unit tube and low er half of body th re a d s
in h y d rau lic oil, heated to a te m p e ra tu re 15 F . to
2 0 °F ., h ig h er than unit point contact se ttin g lis te d
in "S p ec ific a tio n s.” A gitate oil thoroughly (and
gently tap unit). If p o in ts contact re a d ily , c o r r e c t
w orking of in stru m e n t is in d icated .
ENGINE THERMOSTATS
T h e rm o sta ts a r e in s ta lle d in engine w a te r o ut­
le t m anifold on a ll gaso lin e engines.
T h e rm o sta ts c o n sist of a r e s tr ic tio n valve
c o n tro lle d by a th e rm o s ta tic elem en t. R e s tric tio n
v alve c ra c k s o r ju st s t a r t s to open a t p r e d e te r ­
m ined te m p e ra tu re and continues to open a s engine
coolant te m p e ra tu re in c r e a s e s .
NOTE: To a s s u re p ro p e r cooling and engine
w a rm -u p it is v ery im p o rtan t th a t th e c o r r e c t
th e rm o s ta t be u sed . R e fe r to ’’S p e cifica tio n s” at
the end of th is se c tio n fo r c o r r e c t th e rm o s ta t ap ­
p lica tio n .
THERMOSTAT CHECK
if it is su sp e c te d th at th e rm o s ta t is not func­
tioning p ro p e rly , rem o v e th e rm o s ta t a sse m b ly . If
CHEVROLET 40-60 TRUCK SERVICE MANUAL

Figure 2 —O il Cooler Circuit (Typical)
th e th e rm o s ta t a p p e a rs to be in good condition, the
follow ing te s t should be conducted:
Suspend th e rm o s ta t and th e rm o m e te r in w a te r
w ith th e rm o m e te r lo c a te d c lo se to th e rm o s ta t.
T h e rm o s ta t m ust be co m p letely su b m erg e d and
w a te r thoroughly a g ita te d w hile heating. Apply heat
to th e w a te r and re c o r d both th e te m p e ra tu re at
w hich the th e rm o s ta t b eg in s to open and the te m p ­
e r a tu r e at w hich the th e rm o s ta t is fully open.
C o m p are te m p e ra tu re re a d in g s taken in the
t e s t w ith th o se given u n d e r " T h e rm o s ta ts ” in
"S p ec ific a tio n s" a t end of th is se c tio n .
Do not a tte m p t to r e p a ir th e rm o s ta t. If th e r ­
m o sta t does not function p ro p e rly , re p la c e w ith
new un it w hich has been checked a s d ire c te d above.
U se new g a sk e t when in sta llin g th e rm o s ta t.
F ill cooling s y ste m , then ru n engine u n til n o rm a l
o p e ra tin g te m p e r a tu r e is re a c h e d . C heck fo r cool­
an t le ak ag e a t th e rm o s ta t c o v e r gask et.
OIL COOLER
M odels equipped w ith o il c o o le r u se the type
of o il cooling sy s te m shown in fig u re 2. O il is fil­
te r e d , c irc u la te d th ro u g h oil c o o le r, and re tu rn e d
to engine.
If engine d iffic u ltie s a r e en co u n tered and
th e r e is su sp icio n th a t fo re ig n m a tte r has e n te re d
th e o il c o o le r, th e o il c o o le r and connecting lin es
m u st be flu sh ed b e fo re engine is put back into
o p e ra tio n .
O il c o o le r, lo c a te d a t bottom of ra d ia to r c o re ,
sh o u ld be flu sh ed in th e follow ing m anner:
1. D isconnect oil c o o le r lin e s a t oil f ilte r .
2. B a c k -flu sh oil c o o le r and lin e s u sing clean
so lv en t and c o m p re s se d a i r . DO NOT EXCEED
100 PSI AIR PRESSURE.
3. R em ove a ll rem a in in g cleaning solvent
fro m the s y s te m w ith c o m p re s s e d a ir .
4. F lu sh s y s te m ag ain w ith th e sa m e type of
o il n o rm a lly c irc u la te d through the c o o le r.
Sec. 6K-5
ENGINE COOLING SYSTEM
5. T e st flow of oil through c o o le r. If flow is
not r e s tr ic te d , rec o n n ec t oil c o o le r lin e s. If flow
is r e s tr ic te d , have oil co o ler elem ent re p la c e d by
a ra d ia to r s p e c ia lis t.
FAN AND DRIVE BELTS
DRIVE B E L T TENSION ADJUSTMENT
D riv e b e lts m u st be kept a t p ro p e r te n sio n . A
lo ose o r b roken b e lt w ill affect o p e ratio n of driven
a c c e s s o ry . A b e lt th at is too tight w ill p lace e x c e s s ­
ive s t r e s s on th e b e a rin g s w ithin driv en a c c e s s o ry .
V -B e lt T ension
Fan b elt ten sio n on v eh ic le s equipped w ith V-
b e lts should be ad ju sted to 120-130 pounds on new
b e lts , usin g b e lt ten sio n gauge (J-23600). U sed
d riv e b e lts should be ad ju sted to 80-90 pounds.
Gauge should be p la c e d a t the c e n te r of the g r e a t­
e s t span.
NOTE: A V -b elt is c o n sid e re d ”u se d " a fte r
two h o u rs of o p era tio n o r app ro x im ately 50 to 100
m ile s.
DRIVE B E L T REPLA CEM EN T
On so m e v e h ic les, s e v e ra l a c c e s s o rie s may
be d riv en fro m m u ltip le groove c ra n k sh a ft pulley,
and the re p la c e m en t of any one in sid e d riv e b elt
w ill m ake it n e c e s s a ry to rem o v e a ll the o u tside
b e lts f ir s t.
NOTE: In stru c tio n s fo r re p la cin g pow er s t e e r ­
ing d riv e b e lt a r e given in "POWER STEERING"
(SEC. 9B) of th is m anual. R e fe r to AIR COM­
PRESSOR AND GOVERNOR (SEC. 6T) of th is
m anual fo r a d ju stm en t and re p la c e m e n t in s tr u c ­
tio n s fo r a ir c o m p re s s o r d riv e b e lts.
IMPORTANT: When re p lac in g dual o r tr ip le
d riv e b e lts, it is e s s e n tia l th a t e n tire s e t be r e ­
p la c e d at sa m e tim e . B e lts a r e av a ila b le in m atch­
ed s e ts only.
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 6K-6

ENGINE COOLING SYSTEM

1. R em ove the a i r c o m p re s s o r d riv e b e lt (if

equipped).
2. L oosen bo lt a t g e n e ra to r ad ju stin g a r m and
lo o sen two pivot b o lts a t g e n e ra to r su p p o rt b ra c k e t.
3. Move g e n e ra to r to w a rd engine u n til b e lts
can be rem o v ed fro m p u lley .
4. To in s ta ll new b e lts , p o sitio n b e lts on p u ll­
eys and move a c c e s s o ry away fro m engine u n til a
te n sio n of 120 to 130 pounds is m e a su re d u sing C onventional Cab M odels
(R efer to F ig u re s 3 T hru 5)
tool (J-23600).
5. T ighten a c c e s s o ry ad ju stin g a r m b o lt and 1. L oosen a ll b e lts driv en by w a te r pump
pivot b o lts. d riv e hub.
6. In s ta ll a i r c o m p re s s o r d riv e b e lt (if equip­ 2. R em ove b o lts holding fan to w a te r pump
ped). d riv e hub.
3. Rem ove fan, s p a c e rs (when used), and p u l-
ley (s).
FAN AND DRIVE PU LLEY REPLACEM ENT 4. C arefu lly in sp e c t fan and p u lle y s fo r c ra c k s
NOTE: On conventional cab m odels th e fan is o r d isto rtio n . R eplace a ll dam aged com ponents.
a ttac h e d to the w a te r pum p pulley, w hile on tilt 5. C arefu lly in s ta ll a ll com ponents in sequence,
cab m odels the fan is d riv e n fro m the c ra n k sh a ft.

35-45 FT.-LBS t-7943

Figure 5 —Fan and Drive Pulleys (CE, M E60) Figure 7 —Fan and Drive Pulleys (TE50)

CHEVROLET 40-<50 TRUCK SERVICE MANUAL


Figure 8 —Fan and Drive Pulleys (TE60)
a s show n. B e s u re a ll fa s te n e r s a r e tig htened to
th e p r o p e r to rq u e value.
T ilt Cab M odels - In -L in e and V8 E ngines
(R efer to F ig u re s 6 T h ru 8) ,
1. L oosen a ll d riv e b e lts d riv en by c ran k sh aft
p u lley .
2. R em ove b o lts holding fan hub to p ulley hub
(d am p er).
3. R em ove fan, s p a c e r (when u sed ), and p u l-
le y (s).
4. C a re fu lly in sp e c t fan and p u lley s fo r c ra c k s ,
d is to rtio n , o r o th e r dam age. R ep lace a ll defective
co m p o n en ts.
5. C arefu lly in s ta ll a ll com ponents in seq u en ce,
a s show n. B e s u r e a ll f a s te n e r s a r e tig h ten ed to
th e p r o p e r to rq u e v alu e.
WATER PUMPS
REMOVAL (R efer to F ig s. 9 and 10)
1. D ra in cooling s y s te m .
2. R em ove fan (C onventional Cab M odels),
s p a c e r s (when u sed ), and p ulley(s) fro m w a te r
pum p d riv e hub a s d e s c rib e d p re v io u sly in th is
se c tio n u n d e r "F a n and D riv e P u lle y R e p la c em en t."
3. R em ove a ll h o se s a tta c h e d to w a te r pum p.
4. R em ove b o lts and w a s h e rs holding pum p to
fro n t of engine. R em ove pum p and d is c a rd g ask et.
WATER PUM P OVERHAUL
F o r w a te r pum p o v e rh a u l in fo rm atio n r e f e r
to a p p lic a b le engine o v e rh a u l m anual.
INSTALLATION (R e fe r to F ig s. 9 and 10)
1. P o sitio n new g a sk e t and the w a te r pump on
Sec. 6K-7
ENGINE COOLING SYSTEM
the fro n t of engine. In sta ll b o lts and w a sh e rs hold­
ing pum p to engine. T ighten b o lts to p ro p e r to rq u e
a s shown.
2. R econnect a ll h o se s to w a te r pum p.
3. In sta ll p u lley (s), s p a c e rs , and fan (Conven­
tio n a l Cab M odels) a s d e sc rib e d p re v io u sly in th is
se c tio n un d er "F a n a n d D riv e P u lley R e p la c e m e n t."
4. R efill cooling sy ste m .
ENGINE BLOCK HEATER
An optional engine block h e a te r u se d to heat
engine coolant fo r s ta rtin g engines in cold c lim a te s
is av a ila b le . The u n it c o n s is ts of a heating coil th at
fits in the engine block. An a tta c h e d e le c tric a l c o rd
w ith a plug p ro v id e s h eat to w a rm cold en gines.
T he un it on 250, 292, 366 a n d 427 engines is lo c ate d
on the lo w e r fro n t rig h t sid e of the block. On the
350 engine, th e unit is lo c a te d on the lo w er r e a r
rig h t sid e of the block. If elem e n t fa ils to heat
w a te r in engine block, check e le c tric a l c o rd and
co n n ectio n s fo r d e fe cts b e fo re rep lac in g h e a te r
elem en t.
HEATER ELEM EN T REMOVAL
1. R em ove plug end fro m elem ent u n it.
2. R em ove sc re w by tu rn in g co u n terclo ck w ise
and rem o v e c a re fu lly . Do not s c o re m achined s u r ­
fa c e of hole.
Figure 10—V8 Engine W ater Pump
Sec. 6K-8
ENGINE COOLING SYSTEM
HEATER ELEM EN T INSTALLATION
1. T horoughly clean plug hole.
2. Apply a coating of g r e a s e o r v a se lin e to the
O -rin g and m achined s u rfa c e of hole (th is p re v e n ts
dam ag e to th e O -rin g and m akes in sta lla tio n e a s ie r ) .
3. B ack off th e #10-32 sc re w by tu rn in g coun­
te rc lo c k w is e to the th re a d lim it. T his allo w s cen ­
te r a x is of sc re w c a rry in g the yoke to tak e up
a n g u la r p o sitio n s re la tin g to th e c e n te r lin e ax is
of the h e a te r.
4. To in s ta ll into engine block, m e re ly in s e rt
the h a irp in end of th e heating coil into th e opening
and one end of th e yoke into the in sid e face of the
block. In th is d isp laced p o sitio n it allow s th e o th e r
end of the yoke to be pushed beyond the in sid e face
of the engine block (re fe r to fig. 11). To in s e r t
su p p o rt into block, m e re ly c e n te r the ax is of the
h e a te r and the a x is of the c o re hole and push sup­
p o rt in a s f a r a s it w ill go.
5. T ighten sc re w in clockw ise d ire c tio n to
14-20 inch-pounds to rq u e.
CAUTION: Excessive tightening is
not necessary.
6. C heck c o rd to e n su re th at it does not
touch engine, hot p ip e s, m anifold, o r any moving
p a r ts . S lack can be taken up betw een c lip s.
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 6K-9

ENGINE CO O LIN G SYSTEM

SPECIFICATIONS
The cooling system capacities listed below apply to vehicles with standard equipment only. Because of some
optional equipment which may be used, air conditioning, larger engine, water filter, increased cooling, etc., the
capacity of cooling system w ill vary. For the purpose of obtaining an accurate cooling system capacity before adding
anti-freeze to an optional equipped vehicle, it is recommended that the cooling system be first replenished until
visible in filler opening and then drained into a graduated container of which the contents can be measured.

COOLING SYSTEM CAPACITIES (QTS) INCL. HEATER

QUARTS

TRUCK MODELS U.S. IM PERIAL

CE40...................................................................................................... 21.0 m
CS40...................................................................................................... 16.0 m
CE50...................................................................................................... 20.0 163/4
CS, SS50............................................................................................... 17.0 141/4
TE50...................................................................................................... 28.0 23/4
TS50...................................................................................................... 24.0 20
CE, ME60.............................................................................................. 33.0 271/2
CM, TE60.............................................................................................. 35.0 291/4

ENGINE THERMOSTATS
NUMBER MEAN TEMP. STARTS TO FULLY OPEN
ENGINE USED (°F.) OPEN (°F.) (°F.)

250;292............................... ........... 1 195 192-198 217

350........................................ ........... 1 195 192-198 217
366; 427............................... .............. 2 180 177-183 202

ENGINE OVERHEAT SWITCH

SWITCH CONTACTS CLOSE AT:
V8 Gasoline Engines........................................................................... 250° F.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 6M-1

SECTION 6M

£naine fyu el Su'Uem

C o n ten ts of th is sec tio n a r e lis te d in Index below:

S ection P a g e No.
G aso lin e E n g i n e s ...................................................................................... .... 6M-1
A c c e le ra to r and T h ro ttle L inkage A d j u s t m e n t ...................... .... 6M-1
Fuel F ilte r s ...................................................................................... .... 6M-1
F u el P u m p s .............................................................................................. 6M -3
E x h au st E m issio n C o n tro l S y stem s ......................................... .... 6M-5
G o v e rn o rs .............................................................................................. 6M-7
R o c h e s te r C a r b u r e t o r s ................................................................... .... 6M -14
H olley C a rb u re to r ............................................................................... 6M-21
A ir C le a n e rs .................................................................................................. 6M-27

NOTE: F o r reco m m en d ed fuel r e f e r to "O w n er's and D r iv e r 's M anual."

ACCELERATOR AND THROTTLE LIN KAGE ADJUSTMENT

ACCELERATOR LINKAGE
ADJUSTMENT
T he follow ing p ro c e d u re a p p lie s to a ll v eh icle s
c o v e re d by th is m anual, w ith th e exception of th o se
m o d els equipped w ith A lliso n A utom atic T ra n s ­
m is sio n . F o r ad ju stm e n t of a c c e le r a to r linkage on
A lliso n equipped v e h ic le s r e f e r to "TRANSMISSION
CONTROL LINKAGE" (SEC. 7A) in th is m anual.
1. D e p re s s a c c e le r a to r p ed al a g a in st a c c e l­
e r a to r p ed al stop (in sid e cab).
2. Hold c a r b u r e to r th ro ttle le v e r in w ide open
p o sitio n .
3. R o tate sw iv el on a c c e le r a to r c o n tro l ro d
u n til it fre e ly e n te rs hole in th ro ttle le v e r o r ped al
le v e r, depending on lo catio n of sw iv el.
4. S e c u re sw ivel in p r o p e r lo catio n w ith r e ­
tain in g clip .
M ANUAL THROTTLE ADJUSTMENT
NOTE: M anual th ro ttle is optional equipm ent
on som e m odels c o v e re d by th is m anual.
1. C heck a c c e le r a to r linkage fo r fre e m ove­
m ent and to be s u re p u ll-b a c k sp rin g r e tu rn s a c ­
c e le r a to r linkage to id le p o sitio n .
2. C heck to se e th at hand th ro ttle w ire ho u s­
ing is clam ped s e c u re ly a t b ra c k e t.
3. P o sitio n hand th ro ttle knob 1 /1 6 -in c h fro m
in stru m e n t p an e l, then loosen tru nnion sc re w and
m ove w ire tru n n io n to m ake light co ntact w ith hand
th ro ttle le v e r. T ighten trunnion s c re w , then check
o p e ra tio n of hand th ro ttle .
If p ro p e rly a d ju ste d , in itia l m ovem ent of hand
th ro ttle co n tro l handle w ill cau se in c re a s e in en­
gine speed; and when handle is pushed in, engine
w ill re tu r n to id le speed.

FUEL FILTERS

R o c h e s te r c a r b u r e to r s u se d on In -lin e and R ep lacem en t in te rv a l fo r both c a r b u re to r f ilte r

350 c u -in . engines a r e equipped w ith a p le a te d
p a p e r-ty p e f ilte r (fig. 1) and should be re p la c e d
a t 1 2 ,0 0 0 -m ile in te r v a ls . A fra m e m ounted fuel
f ilte r (fig. 2) is sta n d a rd equipm ent on CE, SE-
50 and optional on CE, CS 40 and CS, SS 50.
and fra m e -m o u n te d fuel f ilte r elem en t is 12,000
m ile s.
Holley c a r b u r e to r s u se d on 366 and 427 en­
g in es a r e equipped w ith a s c re e n lo c a te d a t the
fuel in le t to the c a r b u re to r . T h is s c re e n should be

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 6M-2

FUEL SYSTEM— GASOLINE ENGINES

SPRING

CARBURETOR
INLET
FILTER

GASKET

Figure 1—Pleated Paper Type Fuel Filter

FILTER INSTALLED

Fuel Filter Assembly

FUEL PUMP

Figure 3 —D isposable Line Type Filter

Frame Right Side Rail

FILTER INSTALLED

Bowl Gasket

Filter Element

OUTLET

FILTER DISASSEMBLED

Figure 2 —Frame M ounted Fuel Filter Figure 4 —Fuel Pump (Typical)

 Sec. 6M-3

FUEL SYSTEM— GASOLINE ENGINES

c lean ed at 12,000 m ile in te rv a ls . A fra m e m ounted 427 engine and the elem en t should be re p la c e d at
fuel f ilte r is s ta n d a rd equipm ent w ith a 366 and 12,000 m ile s.

FUEL PUMPS

CAMSHAFT DRIVEN FUEL PUMP P r e s s u r e T estin g

The cam sh aft d riv e n fuel pum p (fig. 4) u sed
a s s ta n d a rd equipm ent on v e h ic le s co v e red by th is
m anual cannot be o v erh a u le d . In th e event of f a il­
u r e th e e n tire pum p m ust be re p la c e d .
P u m p s a r e d iap h rag m type, o p e ra te d fro m an
e c c e n tric on the engine c am sh aft. The diap h rag m
is m ade fro m a sin g le la y e r of fa b ric tr e a te d to
m ake it im p e rv io u s to g aso lin e and engine o il.
On In -lin e and V6 engines, th e e c c e n tric a c ­
tu a te s the pum p r o c k e r a r m . On V8 engines, a
p u sh ro d (lo cated betw een th e c a m sh a ft e c c e n tric
and the fuel pum p) a c tu a te s the ro c k e r a rm .
FU E L PUM P OPERATION
In o p e ra tio n , the d iap h rag m is p u lled a g ain st
p r e s s u r e of s p rin g a s ro c k e r a rm is m oved by
engine c a m sh a ft. T he p a r tia l vacuum cau sed in
pum p c h a m b e r d raw s fuel fro m tan k into pum p
c h a m b e r th ro u g h in le t valve. A s c a m sh a ft ro ta te s ,
p r e s s u r e on ro c k e r a r m is re lie v e d and diap h rag m
sp rin g a c ts on d iap h rag m w hich in tu rn f o r c e s fuel
out of pum p c h a m b e r thro u g h o u tlet valve and
th ro u g h fuel lin e to c a r b u r e to r . E ach rev o lu tio n of
c a m sh a ft re p e a ts th is cy cle, draw ing fuel fro m
tan k and d isc h a rg in g it th ro u g h lin e to c a r b u re to r.
When flo at r i s e s in c a r b u r e to r bowl and clo se s
valve so no m o re fu el can e n te r c a r b u r e to r , fuel
cannot esc a p e fro m fuel ch a m b e r in pum p and d ia­
p h ra g m sp rin g is held in c o m p re s s e d p o sitio n .
R o c k e r a r m th en id le s on c a m sh a ft e c c e n tric and
d ia p h ra g m m oves only a few th o u san d th s of an inch
to re p la c e fuel w hich e n te rs c a r b u r e to r betw een
pum p s tr o k e s . T hus a co n stan t p r e s s u r e p ro p o r­
tio n a l to fo rc e of d iap h rag m s p rin g is m aintained
on fu el in lin e to c a r b u r e to r .
To m ake the p r e s s u r e te s t, d isconnect fuel
lin e a t the c a rb u r e to r in let and a tta c h a p r e s s u r e
gauge betw een the c a r b u re to r in let and the d isc o n ­
n ec te d fuel lin e . Take the p r e s s u r e rea d in g w ith
the engine running. The p r e s s u r e should be w ithin
th e lim its given in "S p ecificatio n s" fo r the p a r tic ­
u la r engine. The p r e s s u r e should re m a in constant
and re tu rn to z ero when the engine is stopped.
C apacity T e st
To m ake the cap acity te s t, connect a hose to
th e disco n n ected fuel lin e at the c a r b u re to r in le t.
P la c e th e hose in a pin t m e a su re held at c a r b u r ­
e to r le v e l. Run th e engine at 1200 rp m ’s and note
th e tim e it ta k e s to fill the p in t m e a su re . R e fe r to
"S p ec ific atio n s" fo r tim e re q u ire d fo r type engine
u se d .
FU EL PUM P REPLA CEM EN T
R em oval
1. D isconnect fuel in le t and o utlet p ip e s at
fu el pum p.
2. R em ove fuel pum p m ounting b o lts and r e ­
m ove pum p and g ask e t.
3. On V8 en gines, if push ro d is to be re m o v ­
ed, rem o v e the fuel pum p a d a p te r and g a sk e t, then
re m o v e push rod.
4. If a new fuel pum p is to be in sta lle d , tr a n s ­
fe r fittin g s.

TESTING FU EL PU M P
A lw ays ch eck fu el pum p w hile it is m ounted
on th e engine and be s u r e th e r e is g aso lin e in the
tan k .
The lin e fro m tan k to pum p is the su ctio n sid e
of s y s te m . The lin e fro m pum p to c a r b u re to r is
th e p r e s s u r e sid e of s y s te m . A le a k on the p r e s ­
s u r e sid e of th e s y s te m would be v isib le b ecau se
of drip p in g fu el. A le a k on th e suctio n sid e would
not be a p p a re n t except fo r its effect of red u cin g
th e volum e of fu el on the p r e s s u r e sid e.
T ighten any lo o se lin e connections and look
f o r bends o r kinks in lin e s w hich could red u c e flow
of fu el. Figure 5 —Installing V8 Engine Fuel Pump

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 6M-4

FUEL SYSTEM— GASOLINE ENGINES

IMPORTANT: When in sta llin g V6 engine fuel

pum p (fig. 6), be s u re pum p le v e r is p o sitio n ed on
bottom of cam sh aft e c c e n tric o th e rw ise pum p
le v e r w ill be broken when engine is s ta rte d .
3. C onnect fuel lin e s to pum p.
4. S ta rt engine and check fo r le a k s.

ELECTRIC FUEL PUMP

In sta lla tio n
1. On V8 engines, if re m o v ed , in s ta ll fuel
pum p pu sh ro d and fuel pum p a d a p te r. U se g ask et
s e a le r on g a sk e t o r pipe fittin g .
2. In s ta ll fuel pum p u sin g a new g a sk e t and
tig h te n se c u re ly . U se s e a le r on fu el pum p m ounting
b o lt th re a d s .
NOTE: On V8 en g in es, a p a ir of m ech an ical
fin g e rs m ay be u se d to hold fu el pump pu sh ro d up
w hile in sta llin g pum p (fig. 5).
GENERAL
E le c tric fuel pum ps a r e av a ila b le a s optional
equipm ent on S e rie s 60 v eh ic les w ith 427 engines
c o v e re d by th is m anual. E ach fuel pum p is to p -
m ounted on the step tan k s ( r e fe r to fig. 7). The pump
is an e le c tric a lly a ctu a te d p o sitiv e d isp lac em en t
type u n it.
R e fe rrin g to fig u re 8, a fuel tank s e le c to r
sw itch is lo c ate d on the in stru m e n t p an el so fuel
m ay be draw n fro m the d e s ire d tank. P rim in g the
fu el s y ste m is acco m p lish ed w ith the ignition
sw itch "O N," and then m o m en tarily d e p re s s the
p r im e r button.
PU M P REPLA CEM EN T (F ig. 7)
1. D isconnect b a tte ry ground cab le.
2. D isconnect pum p w irin g h a rn e s s fro m pump
w irin g con n ecto r.

FUEL TAN K
PUMP W IR IN G H A R N E S S FUEL PUMP
FUEL PUMP

FUEL T A N K

CHECK VA LV E

FUEL FILTER FUEL OUTLET FITTING T-7036

Figure 7 —Electric Fuel Pump Installation

CHEVROLET 40-60 TRUCK SERVICE MANUAL


Figure 8 —Electric Fuel Pump W iring
3. D iscon n ect fu el o u tle t fittin g fro m pum p
o u tle t h o se.
4. R em ove cap s c re w s and w a s h e rs re ta in in g
pum p to th e fuel tank.
5. R otate pum p 90 d e g re e s co u n terclo ck w ise
and rem o v e fro m tank.
6. P o sitio n new fuel pum p a sse m b ly above
tan k opening.
7. I n s e r t pum p o u tle t lin e into tank. C onnect
EXHAUST EMISSION CONTROL SYSTEMS
GENERAL INFORMATION
P ro d u c ts of com bustion in g aso lin e engines
co n tain co n tam in an ts w hich c au se a tm o sp h e ric
p o llu tio n . T h e re fo re a m ean s to re d u c e h a rm fu l
e m is sio n s m u st be em ployed. The follow ing s y s ­
te m s a r e u se d on v e h ic le s c o v e re d by th is m anual:
1. P o s itiv e C ra n k c a se V entilation S ystem
(P .C .V .).
2. C o n tro lle d C om bustion S y stem (C .C .S.).
POSITIVE CRANKCASE
VENTILATION SYSTEMS
The P .C .V . s y s te m s e r v e s to p re v e n t a ir p o l­
lu tio n by re -c y c lin g fu m es fro m th e c ra n k c a se
Sec, 6M-5
FUEL SYSTEM— GASOLINE ENGINES
o u tlet lin e to the fuel o u tlet fittin g .
8. C are fu lly p o sitio n pump in tank opening.
In sta ll p u m p -to -ta n k attach in g cap s c re w s and
w a s h e rs . T ighten cap sc re w s to 4-6 foot-pounds.
9. C onnect pum p h a rn e s s to pum p w irin g con­
n e c to r.
10. C onnect b a tte ry ground cable.
11. C heck fo r p ro p e r o p eratio n of both pum ps
by using pum p s e le c to r sw itch.
b ack to the com bustion ch am b er fo r burning. F o r
d eta ile d in fo rm atio n on c ra n k c a se ventilatio n s y s ­
te m s , r e f e r to GASOLINE ENGINES (SEC. 6A) of
th is m anual.
CONTROLLED COMBUSTION
SYSTEM
The C .C .S. sy ste m is th at s y ste m w hich in ­
c r e a s e s com bustion efficiency, and com bustion
efficiency re d u c e s the hydro carb o n and carbon
m onoxide e m issio n s. The com plete e ffec tiv en ess
of th is sy ste m , a s w ell a s full pow er and p e rf o rm ­
an ce, is dependent upon c o r r e c t ignition sy ste m
and c a rb u r e to r ad ju stm e n ts.
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 6M-6

FUEL SYSTEM— GASOLINE ENGINES

Figure 10—Controlled Combustion System

The heat stove (fig. 9) is m ounted on the ex­

h a u st m anifold and allow s p re h e a te d a ir (heated by
th e m anifold) to be draw n through the h eat stove
to the a ir c le a n e r w h ere it is m ixed w ith cool a ir
draw n into the a ir c le a n e r opening. T h is w a rm a ir
is then draw n into the intake m anifold. No sp e c ia l
s e r v ic e re q u ire m e n ts e x ist fo r the h eat sto v e o th e r
than p e rio d ic a lly checking to se e th a t it is se c u re ly
m ounted to the exhaust m anifold and a ir c le a n e r.

S e rv ic e in fo rm atio n fo r c a r b u r e to r s is found
la te r in th is se c tio n . Note th a t engine id le sp eed s
Figure 9 —Heat Stove Installation and ignition tim in g a r e given la te r in th is se ctio n ,
(In-Line EnginesI
on the “ Engine D ata C h a rt.’; F o r CCS sy ste m
IN -LIN E AND V8 ENGINES se e fig. 10.
The C .C .S. s y s te m found on In -lin e and V8
engines c o v ered by th is m anual c o n s is ts of a heat S erv icin g d e ta ils p e rta in in g to d is trib u to rs
sto v e (som e m od els), sp e c ia lly c a lib ra te d c a r b u r ­ a r e co v ered in ENGINE ELECTRICA L (SEC. 6Y)
e to r and d is trib u to r. of th is m anual.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 6M-7

FUEL SYSTEM— GASOLINE ENGINES

G O V ERN O RS

VELOCITY TYPE G O VERN O RS vacuum and the velocity p r e s s u r e of in-going g a s e s .

V elocity type g o v e rn o rs a r e of two ty p es and
d e sig n a te d a s s in g le - th r o a t type and d u a l-th ro a t
ty p e (fig. 11). S in g le -th ro a t type g o v e rn o r, having
a sin g le th ro ttle v alv e is u se d on In -lin e engines.
G o v ern o r is m ounted betw een c a r b u re to r and
in ta k e m anifold and o p e ra te s on com bination of
Speed a d ju stm en t is by m eans of s e a le d ad ju stin g
sc re w .
G o v ern o r is ad ju sted fo r c o r r e c t m axim um
engine sp ee d and s e a le d at the fa c to ry .
R e fe r to "G o v ern o r S p ecificatio n s" lo c ated a t
r e a r of th is se c tio n b e fo re se rv ic in g g o v ern o r.

SINGLE THROAT TYPE

WITH DISTRIBUTOR
VACUUM ADVANCE

DUAL THROAT TYPE

1 G overnor Body 9 Adjusting Screw

2 Valve Shaft 10 Adjusting Screw
3 T h ro ttle Valve Bushing 11 12
4 T h ro ttle Valve A rm 11 G overnor Cover 16 Vacuum By-Pass Passage
5 S tab ilizer Piston Rod 12 O perating Spring 17 R oller Bearing
6 S tab ilizer Piston 13 Cam Ribbon 18 Shaft Plug
7 S tab ilizer Piston Plug 14 Cam Ribbon Clip 19 T ra n sfe r Valve Spring
8 Adjusting Screw Cap 15 R oller Bearing 20 T ra n sfe r Valve t - 1875

Figure 11—Velocity Type Governor

Carbureter

Fuel M ixture Flow

Tends to Close ^
I
Throttle V a lv e ^ Stabilizer Piston
i ____ Smooths Action

Spring Acts Through M anifold

Ott-center Cam , Opposes Closing
Throttle Shaft of Throttle V alve
CLOSING FORCE OPENING FORCE STABILIZING FORCE tp 3849

Figure 12—M a jo r Controlling Forces of Governor O peration

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 6M-8
FUEL SYSTEM— GASOLINE ENGINES
Carbureter
Passage Open
To Carbureter
Passage Closed
to Governor
Governor
M anifold
Distributor - Vacuum
A dvance Control
Type
S PA R K A D V A N C E CONTROLLED
BY C A R B U R ET ER
Figure 13—Vacuum V alve O peration (Typical)
GOVERNOR OPERATION
T h re e fo rc e s y s te m s , s e t up w ithin g o v ern o r,
co n tro l its o p e ra tio n . T h e se a r e shown g ra p h ic a lly
in fig u re 12 and a r e explained a s follow s:
C losing F o rc e (F ig. 12)
A stro n g velo city p r e s s u r e of a ir - f u e l m ix tu re
a g a in st ap p ro x im ately 75% of the a r e a of g o v ern o r
th ro ttle valve ten d s to pu sh p la te into c lo se d p o s i­
tio n . T h is actio n o c c u rs by having the th ro ttle sh aft
o ff-c e n te r a s shown in fig u re 12.
O pening F o rc e (F ig . 12)
To m ain tain co n stan t co n tro l a f te r top engine
sp ee d is re a c h e d , it is n e c e s s a ry to have an e v e r-
in c re a s in g "opening f o r c e ” opposing th e "clo sin g
f o r c e ." T h is is acco m p lish ed , a s shown in fig u re
12, by the an ch o red coil sp rin g , connecting ribbon
and cam a tta c h e d to th ro ttle sh aft. The e v e r - in ­
c re a s in g s p rin g te n sio n p lu s th e p ro g re s s iv e ly
in c re a s in g ra d iu s of th e cam b u ild s up an "opening
fo rc e " to oppose and b a la n c e the "clo sin g fo rc e "
on the th ro ttle valve. A ctu ally , u n d er o p e ra tin g
conditio n s, th ro ttle v alve does not c lo se but a s ­
su m e s a p o sitio n b etw een point "A” and "B " to
give p ro p e r am ount of a ir - f u e l m ix tu re to lim it
sp e ed of engine to g o v e rn o r se ttin g .
S tab ilizin g F o rc e (F ig. 12)
A sudden m anipulation of the th ro ttle w ill
often r e s u lt in the opening of g o v ern o r th ro ttle
valve and p e rm it engine to exceed g o verned sp eed .
To c o u n te ra c t th is condition, a s ta b iliz in g fo rc e is
s e t up a s shown in fig u re 12.
S tab ilizin g p isto n is open on in sid e to vacuum
above g o v ern o r th ro ttle v alv e, and is open on out­
Carbureter Passage Closei
to Carbureter
Passage Open
to Governor
Governor
Distributor Vacuum
Advance Control
Type
BY GOVERNOR
sid e to a tm o sp h e ric p r e s s u r e through a fe lt a ir
f ilte r . P isto n linked to th ro ttle valve a c ts to c lo se
valve when a vacuum draw s p isto n to w ard go v ern o r
th ro a t, thus o ffsettin g any tendency of the in c r e a s ­
ed vacuum , due to c a rb u re to r th ro ttle valve m an­
ip ulation, to open the g o v e rn o r valve. T h is actio n
c o n tro ls sm o o th n ess of g o v e rn o r action.
A utom atic S park C ontrol
An au to m atic sp a rk tr a n s f e r valve is in c o r­
p o ra te d in a ll velocity type g o v e rn o rs.
Vacuum valve (20) and valve sp rin g (19) shown
on in s e r t of fig u re 11 a s s is t in reg u latin g th e ig ­
nition tim in g and do not in any way c o n tro l the
governed sp eed of engine.
When vacuum tr a n s f e r valve is u sed , the func­
tio n is a s follow s:
As long a s the c a rb u re to r th ro ttle valve con­
tr o ls the engine speed, the o rific e in the c a rb u r ­
e to r th ro a t opening c o n tro ls the s p a rk advance and
the engine functions the sa m e a s if it w e re not
g o v e rn o r equipped. T his is illu s tr a te d in le ft-h a n d
view in fig u re 13. When the g o v e rn o r c o n tro ls en­
gine speed, s p a rk c o n tro l is obtained a s shown in
rig h t-h a n d view in fig u re 13. H ere the v a c u u m p ro -
duced below the g o v ern o r th ro ttle valve p u lls the
vacuum tr a n s f e r valve downw ard, p roviding an
opening fro m below the g o v ern o r th ro ttle valve to
th e s p a rk c o n tro l d iap h rag m . At sa m e tim e , the
u p p e r p a r t of valve c lo se s off the opening fro m the
c a r b u re to r o rific e .
When g o v ern o r is equipped w ith th is tr a n s f e r
valve, the auto m atic sp a rk advance continues to
function in a p ro p e r m an n e r, co n tro llin g d is tr ib ­
u to r advance in re la tio n to th ro ttle opening.
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 6M-9

FUEL SYSTEM— GASOLINE ENGINES

GOVERNOR MAINTENANCE
G o v ern o r r e q u ire s no lu b ric a tio n , ad ju stm e n t
o r o th e r se rv ic in g , excep t when engine p e r f o r m ­
an ce in d ic a te s tro u b le in g o v e rn o r. B e fo re a tte m p t­
ing a d iag n o sis of g o v e rn o r d iffic u ltie s, be s u re
engine is p ro p e rly tuned and th at a ll fuel s y s te m
u n its a r e functioning p ro p e rly .
The check s d is c u s s e d follow ing can be m ade
to d e te rm in e if g o v ern o r r e q u ir e s se rv ic in g .

CHECKING GOVERNOR OPERATION

W ith engine idling, open th ro ttle quickly and
o b s e rv e engine re s p o n s e . If engine is slow o r s lu g ­
g ish , b a sic s e ttin g of o p e ra tin g s p rin g m ay be
w rong o r g o v e rn o r m ay be d irty . If engine re a c h e s
top sp e e d quickly, th en s u rg e s e r r a tic a lly betw een
high and low sp eed , im p ro p e r s p rin g se ttin g o r
fau lty s ta b iliz e r actio n m ay be th e c a u se . In e ith e r
c a s e , clean in g and ad ju stin g of g o v ern o r is n e c e s ­
sa ry .
When e r r a tic g o v e rn o r actio n o c c u rs , clean
a i r f ilte r fe lt. R e p la c e f ilte r fe lt if n e c e s s a ry .
ADJUSTM ENTS
A ll g o v e rn o rs a r e c a lib ra te d and ad ju ste d in
a s s e m b ly to e n su re a c c u ra te c o n tro l of the m ax­
im u m engine sp e e d of the m odel v eh icle fo r w hich
th ey a r e inten d ed . H ow ever, th e r e w ill be o c ca sio n s
when m in o r a d ju stm e n ts a r e re q u ire d to sa tisfy
lo c a l conditio n s w h ere th e tru c k is o p e ra tin g .
To a d ju st a g o v e rn o r fo r h ig h e r sp eed, tu rn
th e ad ju stin g cap "C " (fig. 14) co u n terclo ck w ise o r
to th e left; fo r lo w e r sp e e d s tu rn ad ju stin g cap ”C"
clo ck w ise o r to the rig h t. One tu rn on the ad ju stin g
s c re w w ill change th e sp e e d a p p ro x im ately 300 to
400 rp m o r 4 to 5 mph.
W hen a m o re s e n s itiv e re g u la tio n is d e s ire d
o r if th e g o v e rn o r is too se n s itiv e and in clin ed to
s u rg e , c o r r e c t th e ad ju stm e n t a s follow s by m eans
of th e c a lib ra tin g nut shown a t "A .”
NOTE: Do not u s e th e follow ing a d ju stm e n ts
u n le s s ab so lu te ly n e c e s s a r y . T h ese ad ju stm en ts
a ffe c t b a s ic g o v e rn o r c a lib ra tio n and should only
be u se d if sp e e d a d ju stm e n t does not p ro d u ce s a t ­
is fa c to ry r e s u lts .
Too S en sitiv e (F ig . 14)
1. If a g o v e rn o r is too se n s itiv e o r on the
po in t of su rg in g , re m o v e ad ju stin g cap and h ex­
agonal sh a ft a sse m b ly and p la c e sp e c ia l hollow
w ren ch (A-24283) in p o sitio n on nut "A ." In s e rt
s p e c ia l a d ju stin g w ren ch (A-25264) th rough th is
w re n c h and tu rn m ain a d ju stin g sc re w "B " to the
rig h t one tu rn .
2. W ith hollow w re n c h in s lo t of nut "A ," tu rn
th is nut to th e rig h t about % tu rn u sin g th e sp e c ia l
w re n c h (A -25264). T he m ain ad ju stin g s c re w "B "
m u st be kept fro m tu rn in g w hile nut "A" is ad ju sted .
Not Stable (F ig. 14)
1. If a m o re se n sitiv e g o v ern o r is d e sire d ,
a d ju st m ain sc re w "B " to the le ft one tu rn and w hile
holding th is s c re w in new p o sitio n , tu rn nut "A ” to
th e le ft % tu rn at a tim e u n til d e s ire d reg u latio n is
obtained.
2. When a d ju stm en t is com pleted, tap lightly
on end of hollow w ren ch so th a t nut "A ” w ill s e a t
p ro p e rly .
C leaning A ir F ilte r
O ccasio n al cleaning of g o v ern o r a ir f ilte r is
n e c e s s a r y . T h is elem en t is a sse m b le d in g o v ern o r
body b eneath a p e rfo ra te d c o v e r. C lean a s follow s:
1. P ry out m e ta l co v e r c a re fu lly w ith a sh arp
punch. Do not dam age p ro je c tio n s in g o v ern o r
body. L ift out f ilte r fe lt and in n er co v e r. W ash fe lt
in cleaning so lv en t (g aso lin e, d ry -c le a n in g so lu ­
tion); then allow to d ry .
2. Blow out s ta b iliz e r cy lin d er and p isto n by
d ire c tin g a i r in sudden b u r s ts through a tm o sp h e ric
hole in g o v ern o r a ir c le a n e r c h a m b er.
3. In s ta ll in n e r co v er, then in sta ll fe lt in gov­
e r n o r body. In sta ll o u te r co v e r. It may be n e c e s ­
s a ry to bend the c o v e r to in sta ll; if so, fla tte n by
tapping w ith h a m m e r.
NOTE: F e lt is to be in sta lle d dry; do not o il.
GOVERNOR REMOVAL
IMPORTANT: B e fo re rem oving g o v ern o r and
a ss o c ia te d p a r ts , note p o sitio n of g o v e rn o r s p a c ­
e r s , and a lso note nu m b er of g a sk e ts u se d . T his
w ill a s s u r e in sta lla tio n of p a r ts in th e ir o rig in a l
p o sitio n la te r .
R em ove a i r c le a n e r, then d isconnect lin e s and
c o n tro ls fro m c a r b u re to r and re m o v e c a rb u re to r
and g o v e rn o r.
GOVERNOR INSTALLATION
1. C a re should be taken to se e th a t g o v ern o r
is not in s ta lle d u pside down. G overnor is m a rk ed
w ith an a rro w indicating c a r b u re to r sid e.
2. A b y -p a ss sc re w is in sta lle d in pow er jet
vacuum p a ssa g e in som e c a rb u re to rs and u n d er no

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 6M-10
FUEL SYSTEM— GASOLINE ENGINES
Figure 15—Distributor and Governor M ounting
c irc u m s ta n c e s should th is s c re w be le ft out when
in sta llin g g o v e rn o r.
3. On so m e v e h ic le s th e g a sk e t betw een c a r ­
b u re to r and g o v e rn o r is s lo tte d to allow vacuum to
b y -p a s s th ro u g h g o v e rn o r fo r o p e ra tio n of p ow er
je t p isto n . M ake s u r e th a t th is g ask et is in good
condition and in s ta lle d so th a t vacuum openings
a r e not o b stru c te d .
Figure 16—Governor and O verspeed W arning Light
4. R oad te s t veh icle to m ake s u re th at gov­
e rn o r is o p e ra tin g c o rr e c tly . When th is is d e te r ­
m ined se a l g o v ern o r a s d ire c te d .
ROCHESTER 2 G ENGINE GO VERN O R
(VACUUM SPINNER TYPE)
The Model 2G C a rb u re to r G o v ern o r (fig. 15)
p ro v id e d w ith som e 350 V8 engines is a m echan­
ic a lly -d riv e n v ac u u m -a c tu ate d m ech an ism s e t to
g overn engine sp eed a t 4,000 rp m m axim um u n d e r
full lo ad conditions. W ith th is lim it, full advantage
of engine h o rse p o w er is allow ed w ithout d anger of
e x c e ssiv e w e a r due to o v ersp ee d in g . T h is 4,000
rp m lim it e sta b lish e s an e x ce llen t p a tte rn fo r sh ift
c o n tro l fo r au to m atic type tra n s m is s io n s .
The g o v ern o r is c o m p rise d of two b a s ic u n its;
th e cen trifu g a l c o n tro l valve housed in the d is tr ib ­
u to r, and a c a rb u r e to r a c tu a to r w hich is m ounted
on the c a rb u re to r th ro ttle body (fig. 15). T h e se
two com ponents a r e in te r-c o n n e c te d by tubing.
An engine o v e rsp e e d w arning device is in c o r­
p o ra te d into the g o v ern o r a s shown in fig u re 16.
NOTE: F o r in fo rm atio n on d is trib u to r, r e f e r
to ENGINE ELECTRICA L (SEC. 6Y) of th is m anual.
OPERATION (F ig. 16)
The function of th e 2G G o vernor is to lim it
engine sp e ed and y et allow a w id er th ro ttle opening
CHEVROLET 40-60 TRUCK SERVICE MANUAL

w hen p ow er is re q u ire d . The th ro ttle le v e r is con­
n ected to the th ro ttle sh a ft in su ch a m a n n er th at
tu rn in g the th ro ttle le v e r does not a c tu a lly fo rc e
th e th ro ttle valv es open but r a th e r allow s th e m to
follow th e th ro ttle le v e r b e c a u se of th e g o v ern o r
s p rin g te n sio n . T hus, when th e th ro ttle le v e r is
m oved to wide open p o sitio n , th e p o sitio n of the
th r o ttle valve w ill be d e te rm in e d by vacuum on the
d ia p h ra g m and the te n sio n of th e go v ern o r o r sp rin g
a c tin g on the g o v ern o r le v e r.
V acuum is ap p lied to the d iap h rag m th ro u g h a
s y s te m of vacuum p a s s a g e s and r e s tr ic tio n s in the
th r o ttle body and g o v e rn o r housing. A sp ee d s e n s i­
tiv e c e n trifu g a l valve in th e d is trib u to r a c ts a s a
vacuum b re a k so th a t th e re is no vacuum applied
to th e d iap hrag m u n til th e d e s ire d g o verned speed
is re a c h e d . When th e go v ern ed sp eed is re a c h e d
th e v alve is clo se d and vacuum is ap p lied to the
d ia p h ra g m w hich a c ts to c lo se th e th ro ttle v alv es
in o p position to th e g o v e rn o r s p rin g te n sio n . When
p o w er is re q u ire d a s lo ad is in c re a s e d , engine rp m
w ill drop cau sin g d is trib u to r valve to open and
allow th e g o v e rn o r s p rin g to open the th ro ttle
v a lv e s f u rth e r.
CONTROL VALVE SERVICING
W henever th e d is trib u to r is re m o v e d fo r o v e r­
hau l, th e g o v ern o r c o n tro l valve m e ch an ism should
be d is a s se m b le d and cleaned*
GOVERNOR HOUSING SERVICING
R em o v al
1. R em ove th e fo u r g o v e rn o r c o v er attach in g
s c re w s and then th e g o v e rn o r c o v er and g a sk e t, if
u se d .
2. D etach and re m o v e th e g o v e rn o r sp rin g .
3. R em ove the eight d iap h rag m c o v e r a tta c h ­
ing s c re w s and then the d ia p h ra g m c o v e r. Hold the
th r o ttle le v e r to avoid dam age to th e th ro ttle v alv es
and lo o sen the nut attach in g the g o v ern o r le v e r and
p in a ss e m b ly to th e th ro ttle sh a ft. R em ove the
g o v e rn o r le v e r fro m th e th ro ttle sh a ft, then detach
it fro m th e d iap h rag m ro d by ro ta tin g the le v e r
u n til th e tang on th e ro d c le a r s th e slo t in the le v e r.
4. R em ove th e d ia p h ra g m a sse m b ly fro m the
housing and in sp e c t fo r c ra c k s o r h o le s. If the d ia ­
p h ra g m is dam aged in any way, it m u st be re p la c e d .
5. R em ove th r e e g o v e rn o r attach in g s c re w s ,
th en re m o v e th e le a th e r s e a l r e ta in e r and le a th e r
s e a l.
6. D etach the g o v e rn o r housing fro m th e th r o t­
tle body.
7. The th ro ttle le v e r and b e a rin g a sse m b ly
can be re m o v e d by detaching th e f a s t id le cam and
pum p ro d and rem o v in g th e fo u r a ttach in g s c re w s .
No a tte m p t sh o u ld be m ade to s e rv ic e th e th ro ttle
le v e r b e a rin g . If the actio n is stic k y o r binding to
Sec. 6M-11
FUEL SYSTEM— GASOLINE ENGINES
th e point th at th ro ttle re tu rn sp rin g cannot o v e r­
com e the binding, the th ro ttle le v e r asse m b ly
should be re p la c e d .
CAUTIOlsl: Since the idle ports in the
throttle body were drilled after the throt­
tle body was assembled, the throttle
valves were nicked during the drilling
operation. No attempt should be made to
remove the throttle valve or to further
disassemble the throttle body, since any
slight change in positioning of the throttle
valves with relation to the idle ports would
seriously disrupt carburetor operation.
C leaning and In sp ectio n
The th ro ttle le v e r and b e a rin g a sse m b ly should
not be im m e rs e d in any c a rb u re to r c le a n e r, sin ce
it m ight cau se dam age to the neoprene se a l p r o ­
te ctin g the b a ll b e a rin g s. If the th ro ttle body its e lf
is im m e rs e d in so lv en t, g re a t c a re m ust be taken
th a t the th ro ttle sh aft b e a rin g s a r e blown com ­
p le te ly dry w ith c o m p re sse d a ir . They may then be
lu b ric a te d w ith v e ry lig h t m achine o il. Since the
c a lib ra tio n of vacuum v e rs u s sp rin g ten sio n is of
e x tre m e im p o rta n ce in g o v ern o r o p e ra tio n , it can
re a d ily be see n th a t th e re should be no bind w hat­
s o e v e r in th ro ttle sh a ft ro ta tio n . If any binding is
found, th e th ro ttle body a sse m b ly m ust be re p la c e d .
In sta lla tio n
1. P o sitio n the g a sk et ca re fu lly on the th ro ttle
body and a s s e m b le the th ro ttle le v e r and b e a rin g
a sse m b ly to the th ro ttle body w ith the fo u r s c re w s
p ro v id ed . To be c e rta in th at the th ro ttle le v e r and
th ro ttle sh aft a r e in p r o p e r re la tio n hold th e th ro ttle
v alve clo sed w hile attac h in g the th ro ttle le v e r a s ­
sem b ly . P o sitio n the th ro ttle le v e r during a s s e m ­
bly so th at it fits e a sily onto the th ro ttle body. If
th is p ro c e d u re is follow ed the asse m b ly w ill o p e r­
ate fre e ly and c o rr e c tly .
2. P la c e the g o v e rn o r housing to th ro ttle body
g a sk e t in p la c e , noting th a t the n a rro w e r edge goes
to w ard th e top of the c a rb u re to r. Then put the ho u s­
ing in p la c e o v e r the g ask et.
3. Slide the le a th e r s e a l and r e ta in e r o v e r the
th ro ttle sh aft, p o sitio n th e sc re w h oles in c o r r e c t
re la tio n and in s ta ll the housing to th ro ttle body
s c re w s lo o sely .
4. C heck th e th ro ttle shaft fo r fre e ro ta tio n in
th e s e a l, then tighten the housing sc re w s . The th r o t­
tle v alves m u st be held in a clo se d p o sitio n w hile
tightening the s c re w s . R echeck fo r fre e ro ta tio n
and re p e a t a sse m b ly p ro c e d u re if n e c e s s a ry .
5. In s ta ll the diap h rag m in the g o v ern o r hous­
ing w ith the end of the diap h rag m ro d pointing in ­
w ard . W ith the diap h rag m in th is p o sitio n the hole
fo r the vacuum p a ssa g e in the diap h rag m should
lin e up with the vacuum p a ssa g e in the housing.
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 6M-12
FUEL SYSTEM— GASOLINE ENGINES
A sse m b le the g o v e rn o r le v e r and pin a sse m b ly to
th e diap h rag m ro d and p o sitio n th e le v e r on the
th ro ttle sh a ft. In s ta ll th e nut and lock w a s h e r, hold­
ing one of the th r o ttle v a lv e s betw een thum b and
fo re fin g e r w hile tig h ten in g , to avoid dam age to the
th ro ttle v a lv e s.
6. P o sitio n the d iap h rag m c a re fu lly o v e r the
s c re w holes in th e h ousing. P o sitio n th e c o v e r so
th a t co v e r r e s tr ic tio n p ilo ts thro u g h th e g a sk e t and
into th e vacuum p a s s a g e in th e body. In s ta ll the
eight s c re w s fin g e r-tig h t. Open th e th ro ttle v alves
w ide to p ro v id e m axim um tra v e l of th e d iap h rag m
and tig h ten the eight c o v e r s c re w s to 25 to 28 in ch -
pounds of to rq u e w hile holding th e d iap h rag m in
th is p o sitio n . In s ta ll lo ck w ire on s c re w s (fig. 15).
In s ta ll th e g o v ern o r s p rin g o v e r the le v e r pin and
the sta tio n a ry p o st in th e housing.
7. C heck again fo r f r e e o p e ra tio n of the th r o t­
tle sh a fts , then in s ta ll th e g o v e rn o r, c o v e r, and
fo u r attach in g s c re w s , and in s ta ll lockw i r e (fig. 15).
8. A ttach th e pum p ro d and fa s t id le cam to
the th ro ttle le v e r a s s e m b ly .
9. In s ta ll vacuum tube to diap h rag m c o v e r and
d is trib u to r and in s ta ll lo ck w ire in attach in g nuts
(fig. 15).
TROUBLESHOOTING
1. L o ss of sp eed c o n tro l: Check fo r vacuum
le a k s and o p eratio n of b leed v alve in d is trib u to r.
A lso fo r p ro p e r s e a l of d iap h rag m c o v e r and con­
dition of d iap h rag m its e lf . Vacuum in th e g o v e rn o r
housing can be checked by rem o v in g th e connection
to the d is trib u to r and a ttach in g a vacuum lin e . If
th e re is no vacuum re a d in g , check th e d iap h rag m
fo r holes and be s u r e th e vacuum p a s s a g e is c le a r.
2. E r r a tic o p e ra tio n u n d e r load: C heck fo r
binding in th ro ttle sh a ft and th ro ttle le v e r.
NOTE: Vacuum and f r e e o p e ra tio n a r e two
k ey s to c o r r e c t o p e ra tio n of the R o c h e s te r Gov­
e r n o r. If a ll p a r ts a r e f r e e to m ove a s intended
and th e r e a re no vacuum le a k s , th e u n it w ill o p e r­
a te c o r r e c tly .
G overning s y s te m s g e n e ra lly m alfunction in
one of two w ays:
1. They do not g o v ern a t a ll. T h is could r e s u lt
fro m :
a. A vacuum le a k in the u n its o r tubing.
b. "S p in n er" u n it stu c k due to d irt, o il, o r
so m e o th e r m a te ria l d ep o sitin g in th e m ech an ism .
c. O rific e s in the c a r b u r e to r clogging so no
vacuum could be developed in th e governing s y s te m .
2. The sy s te m " o v e r-g o v e rn s " : G o v ern s when
it should not, c a u se s lo s s of pow er, e tc . T h is could
r e s u lt if the vacuum p a s s a g e s w e re to beco m e
clogged w ith d irt, o il, o r o th e r fo reig n m a te r ia ls .
A re a s m ost lik ely to "clo g " a r e the o rific e s in the
a c tu a to r, and the a r e a w h ere a i r b le e d s through
th e d is trib u to r "s p in n e r" valve.
E ith e r type of m alfunctioning could be cau sed
by: Im p ro p e r sp in n e r se ttin g ; sp rin g p o st out of
p o sitio n in the c a rb u re to r a c tu a to r; bent o r s tr e tc h ­
ed sp rin g in a c tu a to r.
SUGGESTED PROCEDURE FOR FINDING
CAUSES O F IM PRO PER GOVERNING
1. L o caliz e the tro u b le on th e v eh icle. W ith
th e vacuum tube disco n n ected at the d is trib u to r, run
the engine at about 3,000 rp m and p la c e a fin g er
o v e r the end of the tube. If th e re is no noticeab le
change in engine o p e ra tio n , th e tro u b le is probably
in th e a c tu a to r o r tubing. If th e engine sp e ed is
no ticeably a ffec ted by th is, the d is trib u to r " s p in n e r"
can be su sp e c te d .
2. If d is tr ib u to r tro u b le is ind icated , p e rfo rm
th e follow ing o p e ra tio n :
a. R em ove d is trib u to r fro m engine, rem o v e
sp in n e r valve and clean and v isu a lly in sp ec t the
p a r ts and p a s s a g e s fo r p o ssib le fa u lts.
b . C heck the s e a ls . Do th is by connecting the
lo w er vacuum con n ecto r to a vacuum pum p, and
plugging the valve hole in th e sh aft e ith e r w ith the
fin g e rs o r o th e r su ita b le m ean s. Slight "se e p a g e "
aro u n d the s e a ls is not ab n o rm al; how ever, a v a c ­
uum gauge rea d in g w ithin 2" hg. of th e m axim um
th a t can be obtained w ith th e vacuum hose "s q u e e z ­
ed" should be p o ssib le if th e s e a ls a r e in s a tis f a c ­
to ry condition.
c. When the sp in n e r p a r ts a r e re a s s e m b le d ,
they should be w iped w ith a ra g s a tu ra te d w ith light
o il to p ro v id e slig h t, but not e x c e ssiv e lu b ric a tio n .
3. If a c tu a to r o r tubing tro u b le is in d ic a te d :
a . R em ove the vacuum tube a t the a c tu a to r,
ru n the engine a t about 3,000 rp m and p la c e a
fin g e r o v e r the end of the a c tu a to r. If th e r e is no
change in engine o p eratio n , pro b ab ly the a c tu a to r
is at fa u lt. A change in engine rp m would in d ica te
tube leak ag e and tube should be re p la c e d .
b. If th e tubing is a ll rig h t, check the a c tu a to r
unit fo r lea k a g e . W ith th e o rific e s "stopped up"
w ith the fin g e rs , o r o th e r m ea n s, no leakage should
o c c u r. A lso check fo r p ro p e r se a l of diap h rag m
c o v e r and condition of d iap h rag m its e lf. V acuum
in the g o v ern o r housing can be checked by re m o v ­
ing th e connection to th e d is trib u to r and attach in g
a vacuum lin e . If th e re is no vacuum read in g check
the diap h rag m fo r holes and be s u re the vacuum
p a s s a g e is c le a r .
c. If no leakage is found, clean a ll p a r ts .
d. If ta m p e rin g is su sp e c te d , v isu ally check
p a r ts w ith the governing p a r ts of an engine th at is
governing p ro p e rly .
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 6M-13

FUEL SYSTEM— GASOLINE ENGINES

HOLLEY INTERNAL-VACUUM rp m fu ll-lo a d . R e fe r to ENGINE ELECTRICAL

TYPE G O V ERN O R
(R efer to S chem atic F ig u re 17)
GOVERNOR TEST
The follow ing p ro c e d u re should be u se d to help
lo c a te th e c au se fo r lo s s of g o v ern o r control:
1. U sing a ta c h o m e te r, check engine governed
sp e e d .
NOTE: The g o verned engine rp m on 366 and
427 c u .-in . engines is 4,000 rp m n o -lo ad and 3800
(SEC. 6Y) of th is m anual if a d ju stm e n t is n e c e s ­
s a r y . A lso, in itia l o v e rru n m eans th a t u n d er a c c e l­
e ra tio n the engine w ill m o m en tarily exceed go v ern ­
ed speed by ap p ro x im ately 150-250 rp m and then
s e ttle to governed speed.
2. If th e re is no g o v ern o r c o n tro l, p e rfo rm
the following:
a. D isconnect the vacuum lin e (d is tr ib u to r - to -
g o v e rn o r th ro ttle ac tu atin g unit) fro m the " te e ”
fittin g a t the g o v ern o r u n it. L eave the seco n d ary
co n tro l valve vacuum lin e connected. O p erate the

GOVERNOR
BY-PASS JETS ROTOR
VALVE WEIGHT
GOVERNOR ADJUSTING
VACUUM SCREW
PASSAGES

^ r
REAR VIEW VALVE SLEEVE
GOVERNOR VACUUM LINE

GOVERNOR SPRING

GOVERNOR LEVER

GOVERNOR VACUUM UNE

GOVERNOR
VACUUM
PASSAGE DIAPHRAGM ROD

BOTTOM VIEW DIAPHRAGM

T-6609

Figure 17—H olley Internal—Vacuum Type Governor

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 6M-14

FUEL SYSTEM— GASOLINE ENGINES

engine a t 2200 rp m , then w et y o u r fin g e r and hold g o v e rn o r depends upon p ro p e r functioning of the
it o v e r the opening in th e " te e " fittin g . If the engine se co n d ary co n tro l valve. Be s u r e the seco n d ary
sp e ed slow s to n e a r id le , th e g o v ern o r tro u b le is c o n tro l valve a ir c le a n e r is cleaned o r re p la c e d at
in the d is trib u to r sp in n e r valve o r the lin e s o r con­ r e g u la r in te rv a ls depending on s e v e rity of o p e r ­
n ectio n s to the d is trib u to r. If the engine does not atio n , then p e rfo rm the following:
slow down p ro c e e d to Step b.
When the p ro b le m is su sp e c te d to be in the
b. D isco n n ect the seco n d ary c o n tro l valve se c o n d a ry co n tro l valve, o p e ra te the v eh icle on the
vacuum lin e fro m th e " te e ” fittin g and rem o v e the highway and check g o v e rn o r o p e ratio n . The gov­
" te e " fittin g . A gain, o p e ra te the engine at 2200 rp m e rn o r should lim it sp e ed to 3800 rp m p lu s 150-250
rp m in itia l o v e rru n . If the engine does not govern,
and p la c e a w et fin g e r o v e r th e p a s s a g e to th e gov­
e rn o r th ro ttle un it. If th e engine now slow s to n e a r d isco n n ec t the seco n d ary th ro ttle d iap h rag m link
id le, the p ro b le m is in the seco n d ary c o n tro l valve fro m the seco n d ary th ro ttle sh aft le v e r. O p e ra te
o r its vacuum lin e . If th e engine does not slow down, th e veh icle again on only the p rim a ry c a rb u r e to r
the p ro b le m is in the g o v e rn o r th ro ttle un it o r the v e n tu ris . If the engine does not govern, re m o v e "E "
vacuum p a s s a g e s behind it. clip , disco n n ect the se c o n d a ry th ro ttle diap h rag m
link fro m th e seco n d ary th ro ttle sh aft le v e r. O p e r­
3. If the engine g o v e rn s at light lo ad and does a te the vehicle again on only the p rim a ry c a r b u r ­
not govern at w ide-open th ro ttle th e p ro b le m is e to r v e n tu ris . If the engine g o v e rn s now, the p ro b ­
pro b ab ly in the se c o n d a ry co n tro l valve. C o rre c t le m is in the se co n d a ry c o n tro l valve w hich m ust
o p e ra tio n of the se c o n d a ry th ro ttle s y s te m and the be re p la c e d a s an a sse m b ly .

ROCHESTER CARBURETORS
D etailed in fo rm a tio n and a d ju stm en t p ro c e d ­
u r e s , not found in th is S e rv ic e M anual, m ay be
found in the C h ev ro let 10-30 S e rie s T ru ck
O v erh au l M anual.

ROCHESTER MODEL M a i r d en sity and fuel v ap o rs g e n e ra te d during hot

CARBURETOR
The R o c h e s te r "M " c a r b u r e to r (fig. 18) is
u se d on In -lin e e n g in es. The "M " m odel u s e s a
m anual choke w ith a cab le c o n tro l.
T h is is a s in g le - b a r r e l dow ndraft c a r b u r e to r
w ith a tr ip le v e n tu ri in conjunction w ith a p la in
tube nozzle. The fuel flow in the m ain m e te rin g
s y s te m is c o n tro lle d by m ech an ical and vacuum
m eans.
A conventional id le s y s te m is u s e d in conjunc­
tio n w ith th e m ain m e te rin g s y ste m . A s e p a ra te
hot id le c o m p e n sa to r u n it is a v a ila b le to m ain tain
sm ooth engine id le durin g p e rio d s of e x tre m e hot
engine o p e ra tio n .
The o ff-id le d is c h a rg e p o rt is of a v e rtic a l
s lo t d esig n w hich g iv es good tra n s itio n betw een
id le and m ain m e te rin g s y s te m o p e ra tio n s.
An in te g ra l fuel in le t f ilte r is m ounted in the
fuel bowl behind the fu el in le t nut. The p a p e r f ilte r
p ro v id e s filtra tio n of incom ing fu el e n te rin g the
c a r b u r e to r bowl.
The Hot Idle C o m p e n sa to r, u se d on m odels
equipped w ith a i r conditioning, is lo c a te d in a
c h a m b e r on th e flo at bowl c a stin g on th e th ro ttle
le v e r sid e of th e c a r b u r e to r . Its p u rp o se is to off­
s e t the e n rich en in g e ffe c ts ca u se d by changes in
engine o p e ratio n .
T he c o m p e n sa to r c o n s is ts of a th e rm o s ta tic ­
a lly c o n tro lle d valve, a b i-m e ta l s tr ip w hich is
h ea t s e n s itiv e , a valve h o ld e r and b ra c k e t. U nder
n o rm a l c o o le r underhood engine te m p e ra tu re s , the
valv e c lo se s off an a ir channel w hich le a d s fro m a
hole in sid e th e a i r h o rn to a point below th e th r o t­
tle valve w h ere it e x its into the intake m anifold
th ro u g h th e th ro ttle body b o re . H ow ever, during
p e rio d s of e x tre m e hot engine o p e ra tio n , e x c e ssiv e
fu el v a p o rs in th e c a rb u re to r can e n te r the intake
m anifold causing r ic h e r m ix tu re s than n o rm a lly
re q u ire d . At a p r e - d e te rm in e d te m p e ra tu re , th e
b i-m e ta l s tr ip bends and u n s e a ts th e co m p en sato r
v a lv e. T h is allow s e x tra a ir to be draw n into the
in tak e m anifold to o ffset the r ic h e r id le m ix tu re s
and m ain tain engine id le sp e ed to p ro v id e a sm ooth
engine id le . When the engine co ols and th e e x tra
a i r is not needed, the b i-m e ta l s tr ip re la x e s to
c lo se , the valve and idle o p eratio n re tu r n s to n o rm a l.
To obtain p ro p e r id le a d ju stm e n t sp e ed and
m ix tu re when th e engine is hot, th e co m p en sato r
valv e m u st be held c lo se d . T he Hot Idle C om pen­
s a to r is p r e -a d ju s te d at th e fa c to ry and no fu rth e r
ad ju stm e n t is re q u ire d .
O th er fe a tu re s of the c a r b u re to r include an
alum inum th ro ttle body fo r d e c re a s e d w eight and
im p ro v e d h eat tr a n s f e r , and a th ic k th ro ttle body
to bowl in su la to r g ask e t to keep ex c e ssiv e engine

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 6M-15

FUEL SYSTEM— GASOLINE ENGINES

CARBURETOR ID EN TIFIC A TIO N NUMBER LO C A TIO N

IDLE
MIXTURE
A . I. R. DIVERTER SCREW
V A L V E LINE PORT
DISTRIBUTOR A D V A N C E
LINE PORT
T -5 5 0 7

Figure 18—Rochester M odel M Carburetor

h e a t fro m th e flo at bow l. The c a rb u re to r has in ­ C a rb u re to r h as an id en tificatio n p a r t num ber

te rn a lly b ala n c e d venting th ro u g h a vent hole in the sta m p ed on the flo at bowl a s shown in fig u re 18.
a i r h o rn . An e x te rn a l id le vent valve is u se d to To r e p a ir o r overh au l c a rb u r e to r , r e f e r to
b e n e fit hot engine id le and s ta rtin g c h a r a c te r is tic s . id en tific atio n nu m b er and s e c u re c o r r e c t r e p a ir kit.

C H O K E C A BLE FUEL INLET IDLE VEN T CH O KE

RETAIN ER A N D FILTER V A LV E ROD

ID EN TIFIC ATIO N
~ NUM BER

IDLE MIXTURE
SCREW

IDLE SPEED
PUMP LEVER SCREW

PUMP ROD

FAST IDLE
CAM THROTTLE
G O V ER N O R LEVER T-7708

Figure 19—Rochester M odel 2G Carburetor

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 6M-16
FUEL SYSTEM— GASOLINE ENGINES
IDLE AIR BLEEDS IDLE RESTRICTION
IDLE AIR
COMPENSATOR
Figure 2 0 —Idle A ir Com pensator (Typical)
ROCHESTER MODEL 2G
CARBURETOR
The R o c h e s te r Model 2G tw o -b a rre l c a r b u r ­
e to r is u se d w ith 350 en g in es.
The Model 2G c a r b u r e to r (fig. 19) is equipped
w ith a m a n u a lly -o p e ra te d choke.
C a rb u re to rs have two v e n tu ri and a s e p a ra te
fuel feed fo r each. A ll fuel m e te rin g is c e n tra lly
lo c a te d so th at each s y s te m w ill give in stan tan eo u s
re sp o n s e fo r m axim um efficiency a n d p e rfo rm a n c e .
T he R o c h e ste r tw o -b o re c a rb u re to r h as been
kept b a s ic a lly sin p le fo r e a s e in se rv ic in g th e u n it.
The m a jo r p o rtio n of the c a lib ra te d m e te rin g p a r ts
a r e contained in th e v e n tu ri c lu s te r and fits on a
fla t p o rtio n of the c a r b u r e to r flo at bowl a t the sid e
of the m ain v e n tu ri.
The rem o v ab le v e n tu ri c lu s te r co n tain s the
m ain n o zzles, id le tu b e s, m ix tu re p a s s a g e s , a ir
b le e d s and pump je ts . T he m ain nozzle and id le
tu b es a r e su spended in fu el in the m ain w ells of
th e float bowl w hich h elp s in su la te th em fro m en­
gine h eat and m in im ize p e rc o la tio n s p ill-o v e r
during hot engine o p e ra tio n .
On m odels equipped w ith a ir conditioning, the
c a r b u re to r a lso in c o rp o ra te s a hot idle com pen­
s a to r (fig. 20). The hot id le c o m p en sato r c o n s is ts
of a b i-m e ta l s tr ip , a v alve and am o u n tin g b ra c k e t
lo c a te d betw een the th ro ttle b a r r e ls . It o p e ra te s
a s a th e rm o s ta tic a lly c o n tro lle d a ir b leed w hich
su p p lie s additional a ir to th e id le m ix tu re during
p ro lo n g ed hot idle p e rio d s . T h e re a r e no a d ju s t­
m en ts re q u ire d on the hot idle c o m p e n sa to r. The
co m p e n sa to r valve m u st be held clo se d when m ak­
ing id le and m ix tu re a d ju stm e n ts.
C a rb u re to r has an id en tificatio n p a r t n um ber
sta m p e d on th e float bowl below th e fu el f ilte r
housing (fig. 19). B efo re a ttem p tin g to r e p a ir o r
o v erh au l c a r b u r e to r , r e f e r to id en tificatio n nu m b er
and s e c u re the c o r r e c t r e p a ir k it.
TROUBLE DIAGNOSIS
NOTE: The follow ing info rm atio n is included
to s e r y e a s a guide in s e rv ic in g c a rb u r e to r . Many
tim e s a c a rb u r e to r h as been overh au led and r e ­
p lac ed , y e t the a d v e rse condition s till ex isted . U se
th is in fo rm a tio n w hich m ay a s s is t in iso la tin g the
p r e c is e p ro b lem .
B e fo re condem ning the c a rb u r e to r a s the
so u rc e of the engine running p ro b le m , alw ays
FIRST check the following:
1. Ignition S ystem - A re the p o in ts, co n d en ser,
w ir e s , s p a rk plugs, and d is trib u to r o p eratin g to
sp e c ific a tio n s.
2. V alve la s h and s p a rk plug gap.
3. Engine co m p re ssio n .
4. C ra n k c a se v en tilatio n sy ste m .
5. F uel pum p flow and p r e s s u r e .
6. Intake m anifold - c ra c k s o r g a sk e t leak ag e.
7. C ontam inated fuel.
8. S park and valve tim ing.
9. C ontam inated fuel f ilte r .
When the c a rb u re to r is iso la te d to be the
so u rc e of the p ro b le m (above ite m s a ll checked
and a r e to sp e c ific a tio n s), se le c t one of the ten
co m p lain ts (shown in "T ro u b lesh o o tin g C h a rt” on
next page) th a t b e st d e sc rib e s th e p ro b lem , then
p ro c e e d w ith the actio n outlined.
CARBURETOR CHECKS
It is v ery seldom n e c e s s a ry to re p la c e a com ­
p le te c a r b u re to r. They can g e n e ra lly be r e p a ire d
a t a low er c o st than the p ric e of a new assem b ly .
R e p a ir k its a r e re a d ily a v a ila b le .
Although th e re may be ex cep tio n s, c a rb u re to r s
should not be re p la c e d fo r the following re a so n s:
1. Flooding - In p ra c tic a lly a ll c a s e s , flooding
is cau sed by a d irty o r stick in g float needle and
s e a t. T his ite m is e a sily r e p a ir e d and is not a
valid re a so n fo r re p la c in g a c a rb u re to r.
2. C a rb u re to r Spitback - C a rb u re to rs a r e not
to be re p la c e d a s a c u re fo r " c a rb u re to r sp itb a ck ."
T h is condition, in m ost c a s e s , is not the fau lt of
th e c a rb u re to r but r e s u lts fro m in o p erativ e p o s i­
tiv e c ra n k c a se v en tilation, in c o rr e c t valve la sh , o r
in c o rr e c t s p a rk plug app licatio n a n d /o r gap se ttin g .
Spitback on a c c e le ra tio n m ay be c au sed by the
a c c e le ra to r pum p in let b all check valve not p ro p e rly
se a tin g . H ow ever, in no c a se should the c a rb u re to r
be re p la c e d to c u re sp itb ack .
3. L eaking - If leaking is due to a faulty c a r ­
b u r e to r, such a s one w ith a p o ro u s ca stin g , the
le a k w ill show up a t v ery e a rly m ileag e (0 - 5,000
m ile s). Low m ileag e leaking due to a p o ro u s ho u s­
ing is a valid re a so n fo r c a rb u re to r re p la c e m en t
o r r e p a ir , w hichever is le s s c o stly . H igher m ile ­
age leaking (over 5,000 m iles) in m ost c a s e s is not
cau sed by defective m a te ria l in the c a r b u re to r .
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 6M-17

FUEL SYSTEM— GASOLINE ENGINES

COMPLAINT

ow Top Speed or Power

Locate the complaint by reading across the top of the complaint columns, then find Step 1. If Step 1
acceleration Flatness
does not remedy the complaint, move to Step 2 in that column. Take Steps 3, 4, 5, etc., in order

lard Hot Starting

until you have located the trouble.
old Operation
★ Indicates other possible trouble points.
lough Idle

lesitation

&0
c tu>
E
*o oe a>
oo ao
oo =3 "re
oo _J o GO -L.
CHECK POINTS WHAT TO LOOK FOR
1 ★ ★ ★ 1 ★ IDLE ADJUSTMENT Correct speed and mixture
2 3 ★ 2 3 4 ★ FLOAT ADJUSTMENT Use correct gauge

1 ★ ★ PUMP ADJUSTMENT Use correct dimension, throttle valves closed

★ ★ ★ IDLE VENT ADJUSTMENT Dirt, wear, sticking open; must be closed except at idle

★ 1 ★ 1 CHOKE ADJUSTMENT Set to latest specification

2 ★ CHOKE ROD ADJUSTMENT Use correct gauge, fast idle screw on 2nd step of cam, next to high step

Use correct gauge, throttle valves wide open; check to see that throttle
3 2 UNLOADER ADJUSTMENT (4MV)
linkage allows wide open position on vehicle

4 ★ FAST IDLE ADJUSTMENT Set with warm engine, use tachometer, set to information specification

5 ★ SECONDARY LOCKOUT ADJ. Proper clearance so cam is free to move with throttle valves closed

6 2 THROTTLE RETURN CHECK Proper clearance with throttle lever, vacuum leaks

2a 1 3 1 ★ POWER PISTON Dirty, distorted, sticking, incorrect part

2b 2 4 2 ★ METERING ROD Dirty, sticking, incorrect part

4 3 1 4 ★ METERING JETS Loose, plugged, incorrect part

1 ★ ★ 3 3 NEEDLE & SEAT Worn, damaged, dirty, incorrect part

3 ★ ★ ★ ★ FLOAT Bent, leaky

3 ★ IDLE NEEDLES Worn, damaged

4 ★ ★ ★ ★ ★ THROTTLE VALVES Sticking open or closed, damaged, not aligned properly

4 ★ ★ ★ ★ ★ ★ ★ ★ ★ GASKETS Improper seal, hard or brittle material, loose screws

2 ★ ★ IDLE PASSAGES Dirty or plugged

★ ★ 7 ★ CHOKE VACUUM PASSAGE Plugged or vacuum leaks

2 ★ PUMP PLUNGER Hard or worn seal, distorted spring, stuck vent ball check

3 ★ PUMP INLET CHECK BALL Out-of-round, damaged seat, stuck

★ ★ ★ ★ ★ PUMP DISCHARGE CHECK Out-of-round, damaged seat, stuck, distorted spring

★ ★ 8 ★ ★ CHOKE VALVE Dirty, damaged, sticking

1 9 4 DRIVER Driving habits, correct procedures

1 HOT IDLE COMPENSATOR Dirty, damaged, sticking T-7828

1

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 6M-18
FUEL SYSTEM— GASOLINE ENGINES
Figure 2 1 —Float Level A djustm ent (M odel M )
NOTE: F u el seep ag e a t the bowl to a i r horn
m ating su rfa c e is n o rm a l. T h is u su a lly show s up
a s a d isc o lo re d c a r b u r e to r and is cau sed by w ick-
ing of the g a sk e t in the a r e a . C o rre c tio n involves
a p e rio d ic tightening of the bowl to a ir horn a s ­
sem bly s c re w s .
4. L ack of P o w er - L ack of engine pow er th at
is iso la te d to the c a rb u re to r can u su ally be c o r ­
re c te d by p r o p e r c a rb u re to r c a lib ra tio n and a d ­
ju stm e n t. C a r b u r e to r s should be r e p a ir e d r a th e r
than re p la c e d when a lack of p o w er com plaint is
en coun tered .
ROCHESTER CARBURETOR
ADJUSTMENTS
IDLE AND MIXTURE ADJUSTMENTS
P re lim in a ry C hecks (All Engines)
1. Id le and m ix tu re ad ju stm e n ts should be
p e rfo rm e d with the engine a t o p eratin g te m p e ra tu re ,
choke open, and a i r c le a n e r in sta lle d .
2. A ir conditioning (when used) m u st be tu rn ed
ON. In addition, the hot id le co m p en sato r (a ir con­
ditioned v e h ic le s, only) m u st be held clo sed .
3. When equippedw ith au to m atic tra n s m is s io n ,
apply p ark in g b ra k e and block driv in g w h eels.
4. C heck the d is trib u to r dw ell read in g .
In -L in e E ngines 31 to 34 d e g re e s.
350 V8 Engine 28 to 32 d e g re e s .
NOTE: When se ttin g ignition tim in g , the te rm
BTC m eans B efo re Top C e n te r.
5. A djust id le sp eed and m ix tu re a s follow s:
In -L in e E ngines
1. T u rn m ix tu re s c re w IN u n til lightly con­
ta c ts s e a t, then back m ix tu re sc re w OUT fo u r full
tu rn s .
Figure 2 2 —A ir Horn Tightening Sequence
CAUTION: DO NOT TURN M IX T U R E
SCREW TIG H TLY AGAINST SEAT OR
DAM AG E MAY RESULT.
2. D isconnect and plug d is trib u to r vacuum
line - th is step only. Set ignition tim ing a s follow s:
M anual T ra n sm issio n ........................ 4° BTC
A utom atic T ra n s m is s io n ............ ... . 4 BTC
3. A djust idle speed sc re w to 600 rp m (m anual
tra n s m is s io n in n eutral) o r 530 rp m (autom atic
tra n s m is s io n in d riv e).
4. A djust m ix tu re sc re w IN to obtain 550 rpm
(m anual tra n s m is s io n in n e u tra l), o r 500 rpm
(autom atic tra n s m is s io n in driv e).
350 V8 Engine
1. A djust the m ix tu re s c re w s fo r m axim um
steady idle sp eed.
2. D isconnect and plug d is trib u to r vacuum
advance line - th is step only. Set ignition tim ing
a s follows:
M anual T r a n s m i s s i o n ........................... 4° BTC
A utom atic T r a n s m i s s i o n ..................... 4° BTC
3. A djust idle speed sc re w to obtain 500 rp m .
4. A djust m ix tu re s c re w s IN to obtain a 20
rp m drop (lean ro ll).
5. A djust each m ix tu re sc re w out %, tu rn .
6. Check idle sp eed and r e -a d ju s t idle speed
sc re w to 500 rp m , if n e c e s s a ry .
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 6M-19

FUEL SYSTEM— GASOLINE ENGINES

FLOAT LEV EL ADJUSTMENT - MODEL M
(R e fe r to Fig. 21)
1. R em ove c a r b u r e to r a i r c le a n e r.
2. D isconnect choke w ire fro m co n n ecto r on
choke le v e r.
3. R em ove fa s t id le cam re ta in in g s c re w fro m
m ain body.
4. R em ove choke ro d fro m slo t in f a s t idle
cam by ro ta tin g ro d . R em ove choke ro d fro m choke
le v e r. Note p o sitio n of ro d in re la tio n to le v e rs fo r
e a s e in re a s s e m b ly .
5. R em ove six a i r horn to flo at bowl attach in g
s c re w s . T h e re a r e th re e long and th re e sh o rt
s c re w s .
6. R em ove a i r h o rn by liftin g s tra ig h t up. In­
v e r t a i r h o rn and p la c e on a clean bench. R em ove
a i r horn to bowl g ask et. Figure 2 3 —Float Level A djustm ent (M odel 2 G)
7. Hold flo at bowl re ta in in g pin firm ly in
p la c e and lightly p r e s s down on v e ry end of float 5. R em ove eight c o v er sc re w s and choke cable
a r m a s shown in fig u re 21. b ra c k e t. L ift c o v e r fro m bowl.
8. W ith a d ju sta b le T -s c a le , m e a s u re d ista n ce 6. W ith a i r ho rn in v e rte d , g asket in p la c e and
fro m top of flo at a t toe to flo at bowl g ask et s u r ­ n eed le se a te d , m e a s u re d ista n c e fro m lip a t toe of
fa c e (gasket rem o v ed ). M easu rem en t should be flo a t to a ir horn g a sk et. A djust flo at to s p e c ific a ­
m ade at point 1 /1 6 -in c h fro m end of fla t su rfa c e tion (float level) by bending float a r m (fig. 23).
a t flo at toe (not on ra d iu s ). F lo at lev el should be 7. W ith a ir h o rn rig h t sid e up so th a t flo at can
%-inch. hang f r e e , m e a s u re d istan ce fro m lip a t toe of
9. B end float pontoon up o r down to a d ju st. flo at to a i r horn g a sk et. A djust float to s p e c ific a ­
10. In s ta ll a i r h o rn g a sk e t on flo at bowl by tion (float drop) by bending tang (fig. 24).
c a re fu lly slid in g s lit p o rtio n of g a sk e t o v e r m e te r ­ 8. P la c e a ir h o rn on bowl m aking c e rta in th at
ing ro d h o ld er. Then align g a sk e t w ith dow els p r o ­ a c c e le r a to r pump p lu n g e r is p o sitio n ed and w ill
vided on top of bowl ca stin g and p r e s s firm ly in m ove fre e ly . R a ise a i r horn and lo w er s tra ig h t
p la c e . down to e n su re p ro p e r in sta lla tio n . In sta ll s c re w s
NOTE: B e fo re in sta llin g a i r h o rn , check o p e r ­ and tighten s e c u re ly in sequence (fig. 25).
atio n of m e te rin g ro d and a c c e le r a to r pump to en ­
s u r e fr e e o p e ra tio n fro m clo se d to w ide open NOTE: The lo n g est sc re w is u sed in hole c lo s ­
th ro ttle . e st to b o ss plug in r a is e d p a r t of ca stin g . The two
11. In sta ll a i r h o rn to flo at bowl by low ering in te rm e d ia te s c re w s a r e u se d to re ta in the choke
gently on to float bowl u n til se a te d . In s ta ll th re e cable clam p b ra c k e t.
long and th re e s h o rt a i r h o rn to flo at bowl a tta c h ­ 9. In sta ll fa s t idle cam re ta in in g sc re w and
ing s c re w s . T ighten s c re w s s e c u re ly u sing c o r r e c t tig h ten se c u re ly .
tig h ten in g seq u en ce a s shown in fig u re 22. 10. In s e r t lo w e r end of ro d in th ro ttle le v e r.
12. A sse m b le choke ro d to choke shaft le v e r. In s ta ll pum p ro d r e ta in e r.
End of ro d p o in ts away fro m a i r h o rn when in s ta ll­
ed p ro p e rly . (L ow er end of ro d h as 4 5 -d e g re e bend.)
13. In s ta ll lo w er end of choke ro d into cu rv ed
slo t in fa s t id le ca m . P a r t n um ber on cam should
fa c e outw ard.
14. In s ta ll fa s t id le cam to m ain body and
tig h te n re ta in in g sc re w s e c u re ly .
15. Connect m anual choke w ire to choke le v e r.
16. In s ta ll c a r b u r e to r a i r c le a n e r.

FLO A T LEV EL ADJUSTMENT - MODEL 2G

1. R em ove c a r b u r e to r a i r c le a n e r.
2. D isco n n ect choke w ire fro m co nnector on
choke le v e r.
3. D isco n n ect pum p link fro m th ro ttle le v e r
by rem o v in g r e ta in e r . L ink can be rem oved fro m
pum p le v e r. Figure 2 4 —Float Drop A djustm ent (M odel 2G)

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 6M-20

FUEL SYSTEM— GASOLINE ENGINES

ACCELERATOR PUM P ROD ADJUSTMENT
- MODEL 2G
B ack out idle stop s c re w and com p letely clo se
th ro ttle v alv e s in b o re . P la c e gauge on top of a ir
h o rn rin g . B end th e pum p ro d a t lo w er angle to
obtain sp e cifie d dim ension (fig. 26).

CHOKE ADJUSTMENT (MANUAL CHOKE)

- A LL MODELS
1. R em ove a ir c le a n e r.
2. P u sh hand choke knob in to w ithin 1 /8 ” of
in stru m e n t p an el.
3. L oosen choke clam p a t c a r b u re to r b ra c k e t
and ad ju st cab le through th e clip un til the choke
v alve is wide open.
4. T ighten cable clam p a t c a rb u re to r b ra c k e t
and check o p e ra tio n of choke valve to e n su re full
c lo se d and w ide open p o sitio n s.
5. In s ta ll a ir c le a n e r.

FAST IDLE ADJUSTMENT - MODEL M

(R efer to F ig. 27)
1. A djust idle sp eed a s in d icated u n d e r "Idle
and M ixture A d ju stm en t."
2. R otate fa s t id le cam clockw ise to its high­
e s t p o sitio n .
3. W ith tang held a g a in st cam check c le a ra n c e
Figure 2 5 —A ir Horn Tightening Sequence
betw een end of slow id le sc re w and id le stop tang
(M o del 2G) on th ro ttle le v e r.
4. To a d ju st, in s e rt end of s c re w d riv e r in slo t
p ro v id e d in fa s t id le cam fo llow er tang and bend
in w a rd (tow ards cam) o r outw ard (away fro m cam)
to obtain 0.100” d im ension.
GAUGE FROM TOP
OF AIR HORN RING IM PORTANT: Support th ro ttle le v e r w ith p lie r s
TO TOP OF PUMP ROD a s shown in fig u re 27, to p re v e n t bending f a s t idle
tang.
5. C heck fa s t idle rp m , w hich should be a s
in d ica te d in "S p ecificatio n s" found a t the end of
th is se c tio n .

BEND PUMP ROD CARBURETOR REPLACEMENT

TO ADJUST
REMOVAL
Flooding, stu m b le on a c c e le ra tio n and o th e r
p e rfo rm a n c e com p lain ts a r e , in m any in sta n c e s,
ca u se d by th e p re s e n c e of d irt, w a te r, o r o th e r
fo re ig n m a tte r in the c a rb u re to r . To a id in diag ­
nosing the cau se of the com plaint, the c a rb u re to r
should be c a re fu lly rem o v ed fro m the engine w ith­
out d ra in in g the fuel fro m th e bowl. The contents
of the fuel bowl may then be exam ined fo r con­
ta m in atio n a s the c a rb u r e to r is d isa sse m b le d .
THROTTLE VALVES
FULLY CLOSED 1. R em ove a ir c le a n e r and g ask et.
2. D isconnect fuel and vacuum lin e s fro m
c a rb u re to r.
3. D isconnect choke cable o r ro d .
4. D isconnect a c c e le ra to r linkage.
Figure 2 6 —Accelerator Pump Rod Adjustm ent 5. If equipped w ith A utom atic tra n s m is s io n ,
(M odel 2G) d isco n n ect TV linkage.

CHEVROLET 40-60 TRUCK SERVICE MANUAL


Figure 2 7 —Fast Idle A djustm ent (M odel M )
6. R em ove c a r b u r e to r attach in g nuts and r e ­
m ove c a r b u r e to r .
TEST BEFO RE INSTALLATION
It is good shop p ra c tic e to fill th e c a rb u re to r
bowl b e fo re in sta llin g th e c a rb u re to r. T h is re d u c e s
th e s tr a in on th e s ta rtin g m o to r and b a tte ry and
re d u c e s the p o ss ib ility of b a c k firin g w hile a tte m p t­
ing to s t a r t th e engine. A fuel pum p clam ped to the
b ench, a s m a ll supply of fuel and th e n e c e s s a ry
fittin g s enable th e c a r b u r e to r to be fille d and the
o p e ra tio n of th e flo at and intake needle and se a t to
be checked. O p erate th e th ro ttle s e v e ra l tim e s and
ch eck th e d isc h a rg e fro m th e pum p je ts b e fo re in ­
s ta llin g the c a r b u r e to r .
INSTALLATION
1. B e c e rta in th ro ttle body and intake m anifold
se a lin g s u rfa c e s a r e clean .
2. In sta ll new c a r b u r e to r to m anifold flange
HOLLEY CARBURETORS
GENERAL DESCRIPTION
The H olley f o u r - b a r r e l c a rb u re to r Model
4150G (figs. 29, 30, and 31) is u se d w ith e ith e r
366 o r 427 cu. in. engines.
T h is is a f o u r - b a r r e l tw o -sta g e c a rb u re to r
c o n sistin g of eight s u b -a s s e m b lie s . The s u b - a s ­
se m b lie s a re : The th ro ttle body, th e m ain body,
p r im a r y and se c o n d a ry fuel bow ls, p r im a r y and
se c o n d a ry m e te rin g b o d ies, seco n d ary th ro ttle
o p e ra tin g a sse m b ly , and th e g o v ern o r a sse m b ly .
The se c o n d a ry th ro ttle o p eratin g a sse m b ly
(fig. 32) c o n tro ls th e seco n d sta g e th ro ttle p la te s .
A vacuum sig n a l to the sp rin g loaded vacuum d ia­
Sec. 6M-21
FUEL SYSTEM— GASOLINE ENGINES
rigu re 2 8 —Rochester M odel 2C Installation
g ask et (see fig. 28).
3. In sta ll c a rb u r e to r o v e r m anifold stu d s.
4. S ta rt vacuum and fuel lin es at c a rb u re to r.
5. In sta ll attach in g nuts and tighten se c u re ly .
6. Tighten fuel and vacuum lin e s.
7. Connect and ad ju st a c c e le ra to r and TV
linkage (when used).
8. Connect choke cable.
9. A djust idle speed and m ix tu re d e sc rib e d
p re v io u sly , then in s ta ll a ir c le a n e r.
p h ra g m a sse m b ly d e te rm in e s the p o sitio n of the
th ro ttle p la te s . At low er sp e ed s, the sec o n d ary
th ro ttle p la te s re m a in n e a rly closed, allow ing the
engine to m ain tain sa tis fa c to ry f u e l- a ir r a tio s and
d istrib u tio n . When engine sp eed in c re a s e s to a
point w here additional b reath in g cap acity is n eed ­
ed, the vacuum co n tro lle d seco n d ary th ro ttle p la te s
begin to open.
Vacuum taken fro m one of th e p rim a ry b o re s
a c ts upon a diap h rag m w hich c o n tro ls the seco n d ary
th ro ttle p la te s . The two pick -u p p o rts a r e lo cated
in the p rim a ry b a r r e l. At high sp eed s when engine
re q u ire m e n ts a p p ro ach the capacity of the two
p r im a r y b o re s , the in c re a s e d p rim a ry v en tu ri
CHEVROLET 40-<J0 TRUCK SERVICE MANUAL
Sec. 6M-22

FUEL SYSTEM— GASOLINE ENGINES

SECONDARY GOVERNOR
CARBURETOR POWER VALVE BARRELS PORT
VACU

SECONDARY
THROTTLE PLATE
FUEL STOP SCREW
TRANSFER
TUBE SECONDARY
ROD RETAINER
ADJUSTING
SCREW

GOVERNOR
DIAPHRAGM WELSH
SEAL plu g
THROTTLE
LEVER
ACCELERATOR PUMP PUMP OVERRIDE IDLE SPEED THR
PUMP LEVER SPRING SCREW EQUALIZING
BODY SCREWS (8) PASSAGES
PRIMARY
BARRELS
Figure 2 9 —H o lley Carburetor (Left Front V iew )

vacuum m oves th e d iap h rag m , c o m p re ssin g the
d iap h rag m sp rin g . T he d iap h rag m , actin g thro u g h
the diap h rag m lin k and le v e r, w ill co m m en ce to
open the seco n d ary th r o ttle p la te s . T he p o sitio n of
th e seco n d ary th ro ttle p la te s depends on th e s tre n g th
of the vacuum . T h is in tu rn , is d e te rm in e d by the
a ir-flo w thro u g h th e b o re s to th e engine. A s the
a ir-flo w in c r e a s e s , a g r e a te r seco n d ary th ro ttle
p la te opening w ill r e s u lt and th e se c o n d a ry b o re s
w ill supply a g r e a te r p o rtio n of th e engine’s r e ­
q u ire m e n ts . A s top sp eed is re a c h e d , th e se c o n d a ry
th ro ttle p la te s w ill ap p ro ach wide open.
The b le e d p a s t th e b a ll check valve in the v a c ­
uum p a s s a g e of th is c a r b u r e to r lim its th e r a te a t
w hich th e se c o n d a ry th ro ttle p la te s a r e allow ed to
open. Any ra p id in c r e a s e in vacuum , w hich would
te n d to open the se c o n d a ry th ro ttle p la te s too su d -
Figure 3 1 —H olley Carburetor (Bottom V iew )
denly, m e re ly holds the b all check valve se c u re ly
a g a in st its s e a t. T he opening of the th ro ttle p la te s
is slow ed to a r a te governed by the am ount of a ir
p a s s in g through an a ir b le e d in the check valve
s e a t. On som e u n its th is b leed is a groove in check
b a ll s e a t. On o th e r u n its th is is a d rille d b y -p a s s .
T h is allow s the vacuum to build up c o m p a ra tiv ely
slow a t the diap h rag m w hich r e s u lts in a c o n tro lle d
r a te of opening fo r the seco n d ary th ro ttle p la te s .
A s the seco n d ary th ro ttle p la te s begin to open, a
vacuum is c re a te d in th e seco n d ary b o re s , f i r s t at
the th ro ttle p la te s and then, as a ir flow in c r e a s e s ,
a t th e th ro a t of the sec o n d a ry v e n tu ri. T h is vacuum
a s s is ts the se c o n d ary m eterin g s y s te m during its
o p era tio n .

DIAPHRAGM
ROD PRIMARY
CLEAN AIR SECONDARY THROTTLE
OPERATING DIAPHRAGM VENTURI
PICKUP PORT

CONTROL
NEEDLE

CONTROL
CHAMBER
DIAPHRAGM SECO N D A RY
DIAPHRAGM
G O V ER N O R CHECK BALL
VACUUM
LINE DIAPHRAGM

Figure 3 0 —H o lley Carburetor (Right Front V iew ) Figure 3 2 —Secondary Throttle System

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 6M-23

FUEL SYSTEM— GASOLINE ENGINES

When engine sp eed is re d u ced , v e n tu ri vacuum
in the b o re s becom e w e a k e r. The m o m en tarily
AIR VENT VENT VALVE ACTUATING
s tr o n g e r vacuum a t the seco n d ary th ro ttle o p e ra t­
VALVE ADJUSTMENT ROD-BEND HERE TO ADJUST
ing d iap h rag m m oves th e b a ll check valve off its
.050” TO .070"
s e a t in th e vacuum p a ssa g e , p e rm ittin g an im m ed ­
ia te flow of a ir into the d iap h rag m c h a m b er. As
th e vacuum actin g on th e d iap h rag m is le sse n e d ,
the lo ad on the d iap h rag m sp rin g w ill com m ence
clo sin g the se c o n d a ry p la te s . The d iap h rag m sp rin g
is a s s is te d by the d esign of the se c o n d a ry p la te s .
E a c h seco n d ary p la te is slig h tly o ffse t. When the SPEED
p la te s a r e clo sin g , the com bined fo rc e of m anifold SCREW
vacuum and the a i r s tr e a m h as g r e a te r effect on
th e la r g e r , u p s tre a m a r e a of the p la te s , fo rc in g
th e p la te s to a c lo se d p o sitio n . The seco n d ary
p la te s a r e re ta in e d in th e clo se d p o sitio n when the
p rim a r y p la te s a r e fully c lo se d by th e seco n d ary
th ro ttle connecting ro d . T h is ro d , w hich is faste n ed
to the p rim a ry th ro ttle le v e r, rid e s in a slo t in the
se c o n d a ry th ro ttle le v e r.
THROTTLE
The g o v e rn o r in c o rp o ra te d on th is c a r b u r e to r LEVER
p ro v id e s a p o sitiv e m ean s of co n tro llin g engine
sp e e d . T he th ro ttle le v e r c o n tro ls the engine until LEVER r-7618
the governing sp e e d is re a c h e d , a t th is tim e the
g o v e rn o r a sse m b ly a d ju sts the th ro ttle p la te s to Figure 3 3 —A ir Vent Valve Adjustm ent
m ain tain th is sp e e d u n d e r th e v a rio u s lo adings. A
clu tch a rra n g e m e n t on th e th ro ttle body allow s the
1. C heck the dwell rea d in g .
m anual c o n tro l below g overning sp e e d s. F o r ad d i­
NOTE: F o r a ll engines co v ered by th is m anual,
tio n a l d e ta ils r e f e r to "In te rn a l V acuum Type Gov­
th e dw ell rea d in g should be 28 to 32 d e g re e s. R e ­
e r n o r ," c o v e re d p re v io u sly in th is se c tio n .
ad ju st dw ell if n e c e s s a ry .
The H olley f o u r - b a r r e l c a rb u r e to r has the 2. Set ignition tim in g a s follow s:
id e n tific a tio n p a r t n u m b er and m a n u fa c tu rer num ­
M anual T r a n s m i s s i o n .......................... 8° BTC
b e r stam p ed on th e a i r horn (fig. 29) n e a r the
A utom atic T r a n s m is s io n ...................... 8° BTC
choke p la te . B efo re attem p tin g to r e p a ir the c a r ­
b u r e to r r e f e r to id e n tific a tio n n u m b e rs and s e c u re 3. Set the engine idle speed sc re w to p ro v id e
c o r r e c t p a r ts o r r e p a ir k it. an idle sp eed of 500 rp m .
4. A djust the m ix tu re sc re w s fo r m axim um
HOLLEY CARBURETOR stead y idle sp eed .
5. A djust each c a rb u r e to r m ix tu re sc re w in to
ADJUSTMENTS obtain a 20 rp m drop (lean ro ll).
6. A djust each m ix tu re sc re w out % tu rn .
PRELIM INARY CHECKS 7. Check idle sp e ed and re -a d ju s t to 500 rp m .
1. T horoughly w a rm up engine. If the engine
is cold, allow to ru n fo r a t le a s t 15 m inutes. FLOAT ADJUSTMENT (HOLLEY 4150G)
2. Be s u r e the c a r b u r e to r is p ro p e rly s e c u re d 1. Rem ove a i r c le a n e r, d isconnect p rim a ry
to the intak e m anifold, w hich w ill exclude the p o s ­ coil w ire , then re m o v e fuel lev el sight plugs (fig. 30).
s ib ility of a i r le a k s. 2. W ith p a rk in g b ra k e on, and tra n s m is s io n in
n e u tra l, c ra n k the engine.
ID LE AND MIXTURE ADJUSTMENTS 3. W ith the veh icle on a lev el s u rfa c e , the fuel
Idle and m ix tu re a d ju stm e n ts should be p e r ­ le v e l should be on a lev e l with the th re a d s a t the
fo rm e d w ith the engine a t o p e ra tin g te m p e ra tu re , bottom of the sig h t plug p o rt (plus o r m inus 1 /3 2 ").
choke open, a i r c le a n e r in sta lle d , a ir conditioning
NOTE: No flo at drop ad ju stm en t is re q u ire d on
tu rn e d ON, p ark in g b ra k e app lied , and the driving
th is c a rb u re to r.
w h eels b locked. A lso when equipped w ith au to m atic
tra n s m is s io n , p la c e tra n s m is s io n in d riv e ran g e 4. If n e c e s s a ry to a d ju st (e ith e r o r both bow ls),
w hile m aking c a r b u r e to r id le sp eed ad ju stm en t. lo o sen lock sc re w (fig. 30), and tu rn the ad ju stin g
NOTE: When se ttin g ign itio n tim in g the te r m nut clockw ise to low er o r cou n terclo ck w ise to
BTC m ean s B e fo re Top C e n te r. r a is e fuel le v el, then tighten lock sc re w .

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 6M-24
FUEL SYSTEM— GASOLINE ENGINES
Figure 3 4 —Fast Idle Adjustm ent
NOTE: 1 /6 tu rn of ad ju stin g nut eq u als a p ­
p ro x im a te ly 1 /1 6 " fuel le v e l change.
5. Allow a m inute fo r fuel le v e l to s ta b iliz e ,
then re c h e c k th e le v e l at sig h t plug.
6. R e -a d ju st, if n e c e s s a ry , u n til p ro p e r le v el
is obtained, then in s ta ll sig h t plug and a i r c le a n e r.
NOTE: To a s s u r e p ro p e r seco n d ary flo a t lev el
se ttin g , it is a d v isa b le to a c c e le ra te p rim a r y th r o t­
tle s slig h tly and hand o p e ra te se c o n d a ry th ro ttle .
T h is a s s u r e s a s ta b iliz e d seco n d ary fuel le v e l.
ADJUST AIR VENT VALVE (F ig . 33)
1. B ack off id le sp e e d s c re w u n til th ro ttle
valv es a r e fully c lo se d . (Choke v alve open and
th ro ttle a r m off id le sc re w .)
2. C heck c le a ra n c e betw een valve and s e a t.
C le a ra n c e should be 0.050" to 0.070".
3. Bend a i r vent v alve ro d to a d ju st, if n e c e s ­
s a ry .
4. T u rn idle s c re w in u n til co n tact is m ade
w ith th ro ttle le v e r, th en tu rn sc re w in 1% ad d i­
tio n al tu rn s fo r p r e lim in a r y idle sp eed a d ju stm e n t.
FAST IDLE ADJUSTMENT (F ig. 34)
1. W ith engine "O F F " and a i r c le a n e r re m o v ­
ed, disco n n ect th ro ttle r e tu r n sp rin g .
2. W ith th ro ttle le v e r in wide open p o sitio n
and choke fully clo sed , m e a s u re gap betw een fa st
id le cam and s c re w . Gap should be 0.035".
3. If n e c e s s a ry , a d ju st fa s t id le s c re w to p r o ­
vide c o r r e c t gap u sin g w re n c h (J-10176).
4. Connect th ro ttle r e tu r n sp rin g and in s ta ll
a i r c le a n e r.
Figure 3 5 —Accelerator Pump Adjustm ent
5. Check engine rp m w ith choke fully clo sed
and th ro ttle a t id le. The f a s t id le "R unning" rp m ’s
should be 1800-2400 rp m ,
ADJUST ACCELERATOR PUM P (F ig. 35)
1. Hold th ro ttle le v e r in wide open p o sitio n
w ith a ru b b e r band and hold pum p le v e r fully com ­
p r e s s e d (down), then m e a su re the c le a ra n c e b e ­
tw een sp rin g ad justing nut and a r m of the pum p
le v e r.
2. C le a ra n c e should be 0.015"; ad ju st by tu r n ­
ing nut o r s c re w a s re q u ire d w hile holding opposite
end. (The pum p o p e ra tin g le v e r is not th re ad e d .)
3. A fte r ad ju stm en t is m ade, ro ta te th e th r o t­
tle le v e r to fully c lo sed and p a rtly open again. Any
m ovem ent of the th ro ttle le v e r should be noticed
a t o p e ratin g le v e r sp rin g end, indicating c o r r e c t
pum p tip -in .
CHOKE ADJUSTMENT
(MANUAL CHOKE)
A djustm ent p ro c e d u re is the sa m e a s d e s c rib ­
ed p re v io u sly fo r R o c h e ste r c a r b u r e to r s .
CARBURETOR REPLACEMENT
REMOVAL
Flooding, stum ble on a c c e le ra tio n and o th e r
p e rfo rm a n c e com p lain ts a r e , in m any in sta n c e s,
c au sed by th e p re s e n c e of d ir t, w a te r, o r o th e r
fo re ig n m a tte r in the c a r b u re to r. To a id in diag ­
nosing the cau se of the com plaint, th e c a rb u re to r
should be ca re fu lly re m o v e d fro m the engine w ith­
out d rain in g the fuel fro m th e bow l. The contents
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 6M-25

FUEL SYSTEM— GASOLINE ENGINES

of the fuel bowl may then be exam ined fo r co n tam ­
ination a s the c a rb u re to r is d isa sse m b le d .
1. R em ove a ir c le a n e r and g ask et.
2. D isconnect fuel and vacuum lin e s fro m
c a r b u r e to r .
3. D isconnect choke cab le o r rod.
4. D isconnect a c c e le ra to r linkage.
5. If equipped w ith A utom atic tra n s m is s io n ,
disco n n ect TV linkage.
6. R em ove c a rb u re to r attach in g nuts and r e ­
m ove c a rb u re to r.
TEST BEFO RE INSTALLATION
It is good shop p ra c tic e to fill th e c a rb u re to r
bowl b e fo re in sta llin g th e c a rb u re to r. T his re d u ce s
th e s tr a in on the s ta rtin g m o to r and b a tte ry and
re d u c e s th e p o ssib ility of b a ck firin g w hile a tte m p t­
ing to s t a r t the engine. A fuel pum p clam ped to the
bench, a sm a ll supply of fuel and the n e c e s s a ry
fittin g s enable the c a rb u re to r to be fille d and the
o p e ratio n of the float and intake needle and s e a t to
be checked. O p erate the th ro ttle s e v e ra l tim e s and
check the d isc h a rg e fro m the pump je ts b efo re in ­
sta llin g the c a rb u re to r.
INSTALLATION
1. B e c e rta in th ro ttle body and intake m anifold
se a lin g s u rfa c e s a r e clean.
2. In sta ll new c a rb u re to r to m anifold flange
gask et.
3. In sta ll c a rb u re to r o v er m anifold stu d s.
4. S ta rt vacuum and fuel lin es a t c a rb u re to r.
5. In s ta ll attaching nuts and tighten s e c u re ly .
6. T ighten fuel and vacuum lin e s.
7. Connect and ad ju st a c c e le ra to r and TV
linkage (when used).
8. C onnect choke cable o r choke rod .
9. A djust idle sp eed and m ix tu re , then in s ta ll
a ir c le a n e r.

SPECIFICATIONS
ROCHESTER CARBURETOR
CARBURETOR
“ M” “ 2G"
MODEL NUMBER

CARBURETOR NUMBER 7040011 7040012 7041123 7041124

Engine Modei 250 292 350 350

Float Level y* V* % %

Float Drop IV* m

Accelerator Pump 1V32 lYx
Metering Rod 0.070 0.070

Idle Vent - - .025 .025

Fast Idle (B en c h ) .100 .100

Fast Idle (Running) 2400 RPM

Governor (Vacuum 4250 RPM (No Load)

Spinner Type) 4000 RPM (Full Load)

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 6M-26

FUEL SYSTEM— GASOLINE ENGINES

H OL LEY 4150G
PART NUM BER 679344 679345
(MFG. N UM BER) 4772-1 4773-1
Engine Displacement.................................................................... 366 427
Transmission................................................................................. A LL
Fuel Pump Pressure...................................................................... ! P.S.I.
Throttle B o r e ................
Prim ary............................................................................... 9/16”
Secondary .......................................................................... 9/16”
ADJUSTM ENTS AND POSITIONS
Fuel Bowl Float
Dry Float Setting
(Bowl Inverted)........................................................... Adjust Float Parallel to Bowl Floor
Wet Float Setting
(Final Use Sight Plug) ................................................................. With the truck on a Level Surface and engine at
idle speed. Fuel should be on Line with the
threads at the bottom of sight plug hole± 1/32”
Secondary Stop............................................................................. 1/2 Turn Open
Air Vent Valve, (idle valve) ........................................................ .050-.070
Fast Idle Cam
Mechanical.......................................................................... .035
Running ............................................................................. 1800-2400 R.P.M.
Accelerator P u m p ........................................................................ .015 Min.
Cam Position (stamped)........................................................ #1 Hole
Pump Setting...................................................................... With throttle plates held wide open, and pump
Lever completely depressed, there should be
.015 clearance between adjusting nut and pump
operating Lever.
With throttle plates closed (in idle position
only) be sure there is no lost movement of
the pump operating Lever.
Main Metering Jet . . . .................................................................
. (stamped on Jet)
Prim ary............................................................................... #59
Secondary .......................................................................... #70
Power V a lve ................ ............................. -8
Power Valve Range
Fully Open . . . . -8
Fully Closed . . . -10
Governor Systems
Restrictions " A ” —.035
(Stamped) . " B " —.041
Spring Post Number
(Stamped) ......... n
Stained Spring ........... Red Red
R.P.M................. 4000 R.P.r (No Load)
3800 R.P.P (Full Load)

VELOCITY TYPE GOVERNOR

K IN G -SEELEY MAX. GOVERNED
MODEL NO. ENGINE SPEED (RPM)*
(S TAMPED) (STAMPED) MODEL NO LOAD
651-735 3929621 250 2400
601-734 3929623 250 3900
651-739 3929625 292 2400
601-738 3929627 292 3900
651-759 3938709 292 2400
601-758 3938708 292 3900
’ W ith En gine broken-in. Full load is approxim ately 300 R P M less than N o Load R P M and will vary from engine
to engine.

FUEL PUMP
ENGINE PRESSURE VOLUME
In-Line 4-5 1 pint in 35-40 seconds
350 V8 IVi -9 1 pint in 20-25 seconds
366 or 427 V8 IVi -9 1 pint in 10-15 seconds

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 6M-27

A in . G leanenA.
(ALL ENGINES)

GASOLINE ENGINES 4. R e -a sse m b le and in sta ll in r e v e r s e o rd e r

A ir c le a n e rs should be in sp e c te d e v ery 6,000
m ile s and s e rv ic e d w henever d irt b eco m es v isib le
in ele m e n t o r oil. U nder a d v e rs e conditions o r ex­
te n siv e o p e ra tio n on dusty o r sandy ro a d s unit
should be cleaned e v ery day. A ir c le a n e rs on v e ­
h ic le s o p e ra tin g in dust s to rm a r e a s should be
clean ed im m ed iately a fte r su ch s to rm o c c u rs.
CAUTION: In addition to its function
of filtering air drawn into the engine
through the carburetor, the air cleaner
also acts as a flame arrester in the event
the engine backfires. Because backfiring
may cause fire in the engine compartment,
the air cleaner should be installed at all
times unless temporary removal is neces­
sary during repair or maintenance of the
vehicle.
of rem o v al p ro c e d u re .
PA PE R W ETTED ELEM ENT
WITH POLYURETHANE BAND
Som e gasoline engine a ir c le a n e rs a r e equip­
ped w ith a p a p e r w etted elem ent having a p oly­
u re th a n e band (fig. 4). In sp e ct and clean elem ent
a s follow s:
1. R em ove wing nut fro m stu d at top of a ir
c le a n e r, then lift c o v er and elem ent fro m b a se .
Rem ove b a se .
2. R em ove a ll accu m u lated d irt fro m co v er
and b a se .
3. B eing c a re fu l not to s tre tc h poly u reth an e
band, rem o v e band fro m p a p e r elem en t. In sp ect

P A P E R ELEM EN T TYPE
- DRY OR PA PE R W ETTED
P a p e r elem en t type a i r c le a n e rs (figs. l a n d 2)
a r e u se d on so m e engines co v e re d by th is m anual.
In sp e c t elem en t a sse m b ly fo r dam age and re p la c e
when dam aged o r e x c e ssiv e ly d irty .

1. R em ove wing nut fro m stu d a t top of a ir

c le a n e r, then lift c o v er and elem en t fro m b a se .
R em ove b a se .
2. R em ove a ll a c cu m u lated d irt fro m co ver
and b a se .
3. In sp ect f ilte r elem en t fo r dam age o r ex­
c e s s iv e d irt accu m u latio n .
a . The p a p e r-w e tte d elem en t has been im ­
p re g n a te d w ith oil and cannot be cleaned. When
d ir t clogged, th e elem en t m ust be re p la c e d .
b. Some dry e le m e n ts a r e w ashable; r e f e r to
d ecal (fig. 3) on a ir c le a n e r fo r in s tru c tio n s. C lean
ele m e n t by shaking out accu m u lated d irt o r clean
by w ashing w ith w a te r and d e te rg e n t ONLY. R inse
u n til w a te r ru n s clean . Shake off e x c e ss w a te r and
d ry . DO NOT OIL THE ELEM EN T. In sta ll new
e le m e n t a fte r FIVE c lean in g s.
IMPORTANT: DO NOT USE AIR PRESSURE
TO CLEAN OR DRY ELEM EN T.
c. N o n -clean ab le dry e le m e n ts, if upon in sp e c ­
tio n , a r e dam aged o r d irt clogged, the elem ent m ust
be re p la c e d . Figure 1—A ir Cleaner (Gas-Dry Elem ent) (Typical)

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 6M-28

AIR CLEANERS

-------- W IN G NUT

CO VER

ELEMENT

Figure 4 —A ir Cleaner IPaper W etted with Polyurethane)

BASE
p a p e r elem ent fo r dam age o r e x ce ssiv e d irt con­
RETAINER dition. R eplace if n e c e s s a ry .
4. In sp ec t the p o lyurethane band fo r te a r s o r
o th e r dam age, and re p la c e if n e c e s s a ry .
5. If the poly u reth an e band is not dam aged,
Figure 2 —A ir Cleaner (Gas-Paper W etted Element) ITypical) w ash in k e ro se n e o r m in e ra l s p irits ; then squeeze
out e x c e ss solvent.

CAUTION: N E V E R USE A HOT D E ­

UNITED DRY TYPE AIR CLEANER
CA»T1IPQ« C lIA N IN O INSTRUCTIONS
E V E R Y 6 ,0 0 0 M IL E S , R E M O V E C A R T R ID G E A N D SH A KE OUT
A CC U M U LA TED D IR T, OR C L E A N »Y W A S H IN G W IT H W A TER
AND & IT E R G IN T O N L Y . R IN SE U N T IL W A TER RUNS C L E A N .
S H A K I O FF I X C I S S W A TER A N D DR Y, IN ST A LL A N EW C A R ­
TRIDGE AFTER 5 C L E A N IN G S . D O N O T O IL C A R T R ID G E .
N O TIC E: THIS EN G IN E EQUIPPED WITH A
C R A N K C A SE V E N T ILA T IO N SYSTEM
SERVICE EV ER Y 12,000 M ILES
P r in te d In USA
UNITED AIR CLEANER DIVISION
IL NOVO INDUSTRIAL CORPORATION - CHICAGO, ILL.
Figure 3 —Typical Cleanable Dry Elem ent Decal
G R E A SE R OR ANY SO LVEN T CO N TA IN ­
ING ACETO NE OR S IM IL A R SO LVEN T
FOR C L E A N IN G PO LYU RET H A N E BAND.
6. Dip band into S.A .E . 10 engine oil and then
sq u eeze out ex c ess oil.
NOTE: N ever shake, s tre tc h , swing, o r w ring
the band to rem o v e ex cess oil o r solvent a s th is
m ay te a r the poly u reth an e m a te ria l. In ste ad c a r e ­
fully sq u eeze out the e x c e ss oil.
7. In s ta ll the poly u reth an e band around the
p a p e r elem ent, then re a s s e m b le and in s ta ll a ir
c le a n e r on the engine.

CHEVROLET 40-60 TRUCK SERVICE MANUAL


Figure 5 —A ir Cleaner (O il Bath) (Typical)
OIL BATH TY PE
O il b ath a ir c le a n e rs (fig. 5) u sed on gasoline
en g in es co v ered by th is m anual a r e m ounted on the
c a r b u r e to r .
1. L oosen wing nut and rem o v e a i r c le a n e r
a s s e m b ly fro m v eh icle.
2. R em ove c o v e r and f ilte r elem en t a sse m b ly .
3. Em pty o il out of b a se o r r e s e r v o ir and r e -
Figure 6 —Oil Bath Pre-Cleaner (CS40-50)
Sec. 6M-29
AIR CLEANERS
/ — ^
W IN G NUT t -8133
Figure 7—In-Line Engine Pre-Cleaner
m ove a ll ac cu m u lated d irt by w ashing w ith cleaning
solvent; then w ipe d ry .
4. W ash f ilte r elem en t by sloshing in cleaning
so lv en t and dry thoroughly.
5. F ill r e s e r v o ir w ith one q u a rt of sa m e g rad e
oil u se d in engine. In s ta ll elem ent, g ask et and
co v e r and r e in s ta ll asse m b ly to c a rb u re to r.
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 6M-30

AIR CLEANERS

W IN G NUT I THERMOSTATICALLY I
CONTROLLED OPENING

COVER

GASKET
HEAT STOVE

Figure 10—Therm ostatically Controlled A ir Cleaner

ELEMENT
NOTE: If it is su sp e c te d th at the th e rm o s ta tic
c o n tro lle d opening is not w orking p ro p e rly , te s t
and re p la c e th e rm o s ta tic elem ent, if n e c e s s a ry ,
a s d e sc rib e d la te r in th is se ctio n u n d e r "T h e rm o ­
sta tic a lly C o n tro lled A ir C le a n e r.”
7. W ash f ilte r elem ent by slo shing in cleaning
solvent and dry thoroughly.
BASE 8. F ill r e s e r v o ir w ith one q u a rt of sam e g rade
o il u sed in engine. In sta ll elem en t, g ask et and co ver
T-8134 and r e in s ta ll asse m b ly to c a rb u re to r.

V8 E ngines (R efer to F ig s. 8 and 9)

Figure 9 —V 8 Engine Pre-Cleaner
OIL BATH PR E-C L E A N E R S
O il bath p r e - c le a n e r s (figs. 7 and 9) a r e a v a il­
a b le a s optional equipm ent on In -lin e and V8 engines
in conventional cab m o d els. S e rv ic e p r e - c le a n e r s
a s d e sc rib e d in the follow ing:
In -L in e E ngines (R efer to F ig s. 6 and 7)
1. L oosen hose clam p re ta in in g hose to adap­
t e r . R em ove hose fro m a d a p te r.
2. L oosen wing nuts holding p r e - c le a n e r to
m ounting b ra c k e t.
3. C arefu lly re m o v e p r e - c le a n e r a sse m b ly
fro m v eh icle.
4. R em ove wing nut fro m bottom of p r e ­
c le a n e r a sse m b ly . Then rem o v e c o v e r a sse m b ly
and elem en t.
5. Em pty oil out of b a se o r r e s e r v o ir and r e ­
m ove a ll accu m u lated d ir t by w ashing w ith c le a n ­
ing solv en t and then wipe d ry .
6. W ipe accu m u lated d irt fro m cov er a sse m b ly .
1. L oosen hose clam p reta in in g hose to p r e ­
c le a n e r. Rem ove hose fro m p r e - c le a n e r .
2. L oosen wing nuts holding p r e - c le a n e r to
m ounting b ra c k e t.
3. C arefu lly rem ove p r e - c le a n e r a sse m b ly
fro m veh icle.
4. R em ove wing nut fro m top of p r e - c le a n e r .
Then rem o v e co v er assem b ly and elem en t.
5. Em pty oil out of b a se o r r e s e r v o ir and r e ­
m ove a ll accu m u lated d irt by w ashing w ith cleaning
so lv en t and then wipe d ry .
6. Wipe any accu m u lated d ir t fro m c o v er a s ­
sem b ly .
7. W ash f ilte r elem ent by sloshing up and
down in cleaning solvent and dry thoroughly.
8. F ill r e s e r v o ir w ith one q u a rt of sam e g rade
oil u se d in engine. In sta ll e lem ent, g ask et and co v er,
and re in s ta ll assem b ly to c a r b u r e to r.
THERMOSTATICALLY CONTROLLED
AIR CLEANER
A ll v eh ic le s w ith a 366 o r 427 engine o r an

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 6M-31

AIR CLEANERS

C hecking A ir V alve
THERM OSTATIC
ELEM ENT
The th e rm o sta tic a lly co n tro lled a i r valve (fig.
11) m ay be e a sily checked fo r p r o p e r o p e ra tio n
w henever the a i r c le a n e r co v er asse m b ly is r e ­
LOCK
NUT m oved fo r re g u la rly scheduled elem en t se rv ic in g .
At th is tim e im m e rs e the c o v er (fa r enough to
AIR VA LVE c o v e r the th e rm o s ta tic elem ent) in w a te r of le s s
than 80 F . The valve should re m a in clo sed . G rad ­
SPRING
ually r a is e te m p e ra tu re of w a te r. The valve should
begin to open a t 8 3 °F ., and be fully open at a te m p ­
e r a tu re of 102° to 105°F.

R eplacing T h e rm o sta tic E lem ent (Fig. 9)

1. R em ove co v er fro m a ir c le a n e r o r p r e ­
c le a n e r (In-line engines).

2. L oosen the lock nut and u n th rea d the th e r ­

m o static e lem en t.

3. T u rn in a new th e rm o sta tic elem en t u n til

T-6616
Figure 1 1—A ir Cleaner Therm ostatically
Controlled O pening
o p tional p r e - c le a n e r a r e equipped w ith a th e rm o ­
s ta tic a lly c o n tro lle d a i r c le a n e r (fig. 10).
NOTE: On In -lin e engines equipped w ith a
p r e - c le a n e r th e th e rm o s ta tic elem en t is lo c ate d in
th e p r e - c le a n e r (see fig. 6).
it ju st b o ttom s on the push ro d (with the a i r valve
o r door held c lo se d by the sp rin g ). Im m e rs e co ver
and th e rm o s ta tic elem en t in w a te r a t 83 F ., fo r two
to th re e m inutes, then tu rn the elem e n t in fu rth e r
u n til the a ir valve (door) ju st beg in s to open. T ig h t­
en jam nut. R a ise w a te r te m p e ra tu re . Valve should
be fully open a t 102°F. to 105°F.
4. R e -in s ta ll c o v e r on a ir c le a n e r o r p r e ­
c le a n e r (In-line engines, only).

NOTE: To re ta in high engine efficiency and

extend engine life , it is m o st im p o rtan t th a t a ir
c le a n e r e le m e n ts a r e s e rv ic e d at recom m ended
in te rv a ls .

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 6Y-1

SECTION 6Y

QtUfine Zlectniccd
T his se c tio n co v erin g "ON-VEHICLE MAINTENANCE AND REPLA CEM EN T"
of ch arg in g s y s te m com ponents is divided into se c tio n s shown in the Index following:
S ubject P age No.
B a tte ry .................................................................................................................................. 6Y-1
Model A pplication C h a rt ......................................................................................... 6Y-1
B a tte ry S pecification s ............................................................................................. 6Y -10
S ta rtin g S y s t e m ....................................................................................................................6Y -12
Model A pplication C h a rt ..........................................................................................6Y -12
S tartin g S ystem S pecification s .............................................................................. 6Y -16
Ignition S y s t e m ....................................................................................................................6Y -17
D is trib u to r ....................................................................................................................6Y -20
S p a r k P l u g s ................................................................................................................... 6Y -28
Ignition S y stem S p ecifications ......................................... • .................................. 6Y -31
A lte rn a tin g C u rre n t G en eratin g S ystem (N o n-Integral Type) .......................... 6Y -32
M odel A pplication C h a rt ..........................................................................................6Y -32
G en e ra tin g S y stem G en eral D escrip tio n ............................................................6Y -33
O n-V ehicle M aintenance, T e s ts , and A d j u s t m e n t s ......................................... 6Y -35
T w o-U nit Type R eg u lato r (Model 1 1 1 9 5 1 5 )........................................................ 6Y -45
F u ll-T ra n s is to riz e d Type R eg u lato r (Model 1 1 1 6 3 7 8 ) .................................. 6Y -46
F u ll- T ra n s is to riz e d Type R eg u lato r (Model 9 0 0 0 5 9 0 ) .................................. 6Y -48
T ro u b le A n aly sis C h a r t ............................................................................................. 6Y -49
C h arging S ystem T rouble A n alysis C h a rt ........................................................ 6Y -53
N o n-In teg ral Type A ltern atin g C u rre n t G enerating
S ystem S p e c i f i c a t i o n s ..........................................................................................6Y -56
A lte rn a tin g C u rre n t G enerating S ystem (In teg ral T y p e ) ..................................... 6Y -58
M odel A pplication C h a rt ..........................................................................................6Y -58
42- and 61-A m p. G en erating S y s t e m ................................................................... 6Y -58
100-A m p. G en eratin g S y s t e m .................................................................................. 6Y -64
In te g ra l T ype A lte rn a tin g C u rre n t G en eratin g
S y stem S p e c i f i c a t i o n s ..........................................................................................6Y -68

fc a fte s u f

The sta n d a rd and optional type b a tte r ie s u se d on v e h icle s c o v e re d by th is m an­

u a l a r e shown in th e "B atte ry Model A pplication C h a rt" following:

BATTERY MODEL APPLICATION CHART

TRUCK SERIES PART NO. MODEL

STANDARD
S e rie s T E /T S -5 0 ; T E -60 .............................................. 1980030 E-5000
S e rie s C E /C S-40; C E /C S -50 .................. ..................... 1980145 E-5000
S e rie s C E /M E -60 ............................................................ 1980145 E-5000
S e rie s S E /SS-50 ............................................................ 1980149 E-5000

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 6Y-2
BATTERY
BATTERY MODEL APPLICATION CHART (CONT.)
TRUCK SERIES
OPTIONAL
S e rie s T E /T S -5 0 ; T E -60 .............................................
S e rie s C E /C S -40; C E /C S -5 0 .....................................
S e rie s C E /M E -6 0 ............................................................
GENERAL
The b a tte ry h as th re e m a jo r functions to p e r ­
fo rm on the v ehicle:
1. It p ro v id e s a s o u rc e of c u r r e n t fo r s ta rtin g
th e engine.
2. It a c ts a s a s ta b iliz e r to th e v oltage in the
e le c tric a l s y ste m .
3. It can, fo r a lim ite d tim e , fu rn ish c u rre n t
when e le c tr ic a l dem ands of th e sy s te m exceed o u t­
p u t of the g e n e ra to r.
On so m e v e h ic le s, h a rd ru b b e r c e ll c o v e rs a r e
fitte d o v e r te rm in a l p o s ts of the e le m e n ts. C ell
c o n n e c to rs a r e w elded betw een in te rm e d ia te te r m ­
in al p o s ts of adjoining c e lls to e s ta b lis h a s e r ie s
c ir c u it.
The b a tte r ie s shown in fig u re s 1 and 2 have a
o n e -p ie c e c e ll c o v e r of h a rd ru b b e r c o n stru c tio n
w hich re d u c e s the tendency fo r c o rro s io n to fo rm
on top of th e b a tte ry . The co v er is bonded to the
c a s e w ith se a lin g com pound th at fo rm s an a i r ­
tig h t se a l betw een the c o v er and c a s e . The ce ll
co n n e cto rs p a s s th ro u g h se a le d h oles in c e ll p a r ­
Figure 1—Battery with One-Piece Cover (Typical)
PA RT NO. MODEL
1980038 E -3000
1980149 E -5000
1980149 E -5000
titio n s to connect elem e n ts to g e th e r in the s h o rte s t
p ra c tic a l d istan c e (fig. 3). W ith the length of the
e le c tr ic a l c irc u it in sid e th e b a tte ry red u ced , the
in te rn a l voltage drop is d e c re a se d .
The b a tte ry shown in fig u re 2 has sp e c ia l
c a b le s w ith a th re a d e d in s e r t and b o lts to th re a d
d ire c tly into th re a d e d re c e p ta c le s m olded into the
sid e of th e b a tte ry c a se n e a r the top. C ables a r e
re m o v ed o r connected by loosening o r tightening
th e b o lt. A p la stic co v erin g on b a tte ry end of each
cab le s e a ls the connection, thus helping to elim in a te
c o rro s io n build-up and p ro v id e tig h te r connections.
The c e lls a r e p ro p e rly fille d when e le c tro ly te
lev e l re a c h e s the bottom of the "s p lit ven t” at b o t­
to m of the vent w ell. The s p lit vent is a v isual
le v e l fill fe a tu re in the c ell c o v er. The e le c tro ly te
s u rfa c e w ill a p p e a r d isto rte d when it co n tacts the
s p lit vent.
BATTERY PRECAUTIONS
1. The e le c tric a l s y ste m is NEGATIVE ground.
In sta llin g b a tte ry w ith p o sitiv e te rm in a l grounded
MANIFOLD A N D VENT PLUG
HOLD D O W N SLOT
Figure 2 —Side Terminal Battery (Typical)
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 6Y-3

BATTERY

w ill re s u lt in s e rio u s dam age to g e n e ra to r, b a tte ry ,

and b a tte ry ca b le s.
2. When u sin g a b o o ste r b a tte ry o r c h a rg e r,
connect negative b a tte ry o r c h a rg e r te rm in a ls to ­
g e th e r and p o sitiv e b a tte ry o r c h a rg e r te rm in a ls
to g e th e r.
3. DO NOT sm oke n e a r a b a tte ry w hich is
being ch arg ed .

COMMON CAUSES O F BATTERY FAILURE

When a b a tte ry f a ils , the cau se of fa ilu re may
lie o u tsid e the b a tte ry its e lf. F o r th is re a so n , when
a b a tte ry fa ilu re is en co u n tered , do not be s a tis ­
fied to m e re ly re c h a rg e o r re p la c e it. F ind the
ca u se of the fa ilu re and p re v e n t r e c u r r e n c e of the
tro u b le . L iste d below a r e som e of the com m on
c a u se s of b a tte ry fa ilu re :
1. D efect in g e n e ra tin g sy ste m such a s high
re s is ta n c e , slip p in g g e n e ra to r d riv e b e lt, faulty
g e n e ra to r o r re g u la to r.
2. O v erlo ad s c a u se d by defective s t a r t e r o r
e x c e ssiv e u se of a c c e s s o r ie s .
3. B a tte ry ab u se, including fa ilu re to keep
b a tte ry top clean , cable cla m p s clean and tight,
and im p ro p e r addition of w a te r to the c e lls .
4. H ard en ed b a tte ry p la te s , com m only called
"s u lfa tio n ,” due to b a tte ry being in a low s ta te of
c h a rg e o v e r a long p e rio d of tim e .
5. P h y s ic a l d efects su ch a s sh o rte d c e lls , lo ss
of a c tiv e m a te ria l fro m p la te s , etc.
6. D riv in g conditions o r re q u ire m e n ts u n d er
w hich the v eh icle is u se d only fo r s h o rt d riv e s.
7. V ehicle a c c e s s o r ie s in ad v erten tly le ft on.
BATTERY MAINTENANCE
FILLIN G BATTERY
B a tte r ie s a r e equipped w ith "V isual L ev el"
c e ll c o v e rs to fa c ilita te checking e le c tro ly te lev el
and to le s s e n the p o ssib ility of o v erfillin g the b a t­
te r y . The c e ll c o v e rs a r e m olded with a long, c i r ­
c u la r, ta p e re d vent w ell w ith two s m a ll v e rtic a l
s lo ts d ia m e tric a lly op p o site. Viewed fro m above
w ith the vent p lugs rem o v ed , the lo w er end of the
vent w ell a p p e a rs a s a rin g w ith sm a ll p o rtio n s of
th e c irc u m fe re n c e m issin g . As w a te r is added to
the c e ll, th e s u rfa c e of th e ris in g liquid co n ta cts
th e s lo tte d lo w er end of the vent w ell, causing a
d is to rtio n of the re fle c tin g s u rfa c e of the liquid
w hich is v e ry n o tic e a b le . T hus, the lo w er end of
th e vent w ell s e rv e s a s a re fe re n c e point in d e te r ­
m ining p ro p e r e le c tro ly te le v e l. The c e ll is p r o p e r ­
ly fille d when the s u rfa c e of the e le c tro ly te touches
th e bottom of the vent w ell. If som e o v e rfillin g
o c c u rs, the am ount can be e stim a te d rea d ily by
the height of liquid in the vent w ell. It should be
kep t in m ind th a t th e "v isu al le v e l” vent w e lls can ­
not p re v e n t o v e rfillin g , but a r e r a th e r an aid to
p ro p e r s e rv ic in g . O v erfillin g should be avoided at
Figure 3 —Internal V iew of Cells
a ll tim e s sin c e it c o n trib u te s to p re m a tu re b a tte ry
fa ilu re by causing lo ss of e le c tro ly te . L o ss of
e le c tro ly te r e s u lts in poor p e rfo rm a n c e of the
b a tte ry and c a u se s e x c e ssiv e c o rro sio n of c ab les,
connections, and b a tte ry han g er.
A ll b a tte r ie s having a o n e-p iece co ver a r e
equipped w ith an e le c tro ly te level in d ic a to r in s ta ll­
ed in the second c e ll cap fro m the p o sitiv e b a tte ry
p o st. The lev el in d ic a to r is a sp ecia lly designed
vent plug having a tra n s p a re n t rod extending through
the c e n te r. When e le c tro ly te is at p ro p e r lev el, the
lo w er tip of the ro d is im m e rse d and the top of the
ro d w ill ap p ea r a s a d ark (black) spot in the c e n te r
of the vent cap. When e le c tro ly te lev e l d ro p s below
n o rm a l, the spot w ill change fro m black to an off-
w hite c o lo r. When the in d ica to r shows w a te r is
needed, a ll c e lls m ust be checked and ad ju ste d to
th e ir c o r r e c t le v e l using c o lo rle s s , o d o rle s s ,
drinking w a te r.
ELECTROLYTE LEVEL
E le c tro ly te lev el in the b a tte ry should be check­
ed p e rio d ic a lly . In hot w eath er, p a rtic u la rly during
prolonged driv in g , checking should be m o re f r e ­
quent b e cau se of m o re ra p id lo ss of w a te r. If e le c ­
tro ly te level is found to be low, c o lo rle s s , o d o rle ss,
drinking w a te r should be added to each ce ll until
the liquid lev e l r is e s to the sp lit vent lo cated in
the vent w ell. DO NOT OVERFILL b ec au se th is
w ill cau se lo ss of e le c tro ly te re su ltin g in poor
p e rfo rm a n c e , sh o rt life , and e x c essiv e c o rro sio n .
I M P O R T A N T : D uring s e rv ic e , only w a te r
should be added to the b a tte ry , not e le c tro ly te .

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 6Y-4
BATTERY
The liquid lev el in th e c e lls should n e v e r be
allow ed to drop below th e top of the p la te s , a s the
p o rtio n of the p la te s exposed to a i r m ay be p e r ­
m anently dam aged w ith a re s u lta n t lo s s of p e r ­
fo rm a n c e .
CLEANING AND INSPECTION
The e x te rn a l condition of th e b a tte ry should be
checked p e rio d ic a lly fo r dam age o r p re s e n c e of
d ir t and c o rro s io n . T he b a tte ry top should be kept
clean to p re v e n t the accu m u latio n of a c id film and
d irt w hich m ay p e r m it c u r r e n t to flow betw een
te rm in a ls re su ltin g in a slow d isc h a rg e of the b a t­
te r y . F o r b e s t r e s u lts when cleaning th e b a tte ry
top, w ash f i r s t w ith a d ilu ted am m onia o r soda
solution to n e u tra liz e any a c id p re s e n t, then flu sh
w ith clean w a te r. C a re m u st be taken to keep vent
plugs tig h t so th a t th e n e u tra liz in g solution does
not e n te r the c e lls .
C ab les
To e n su re a good e le c tr ic a l contact, c ab les
should be clean and tig h t on b a tte ry p o s ts . If b a t­
te ry p o s ts o r cab le te r m in a ls a r e c o rro d e d , the
ca b le s should be d isco n n ected and the te rm in a ls
and clam p s clean ed s e p a ra te ly w ith a soda solution
and a w ire b ru sh . A fte r cleaning and in sta llin g
cla m p s, apply a thin coating of m u lti-p u rp o se
g re a s e on p o s ts and cab le clam p s to r e ta r d c o r ­
ro sio n .
C a r r ie r and Hold-Down
The b a tte ry c a r r i e r and hold-dow n should be
clean and fr e e fro m c o rro s io n b e fo re in sta llin g the
b a tte ry . The c a r r i e r should be in sound m ech an ical
condition so th a t it w ill su p p o rt th e b a tte ry s e c u r e ­
ly and keep it le v e l.
To p re v e n t th e b a tte ry fro m shaking in its
c a r r i e r , th e hold-dow n b o lts should be tig h t. How­
e v e r, the b o lts should not be tig h ten ed to th e point
w h ere th e b a tte ry c a s e o r co v er w ill be p la c e d
u n d e r a s e v e re s tr a in .
BATTERY CHARGING
B efo re charg in g a b a tte ry , the e le c tro ly te lev el
m u st be checked and a d ju ste d , if needed, by adding
c o lo rle s s , o d o rle s s , d rin k in g w a te r.
When a b a tte ry is being ch arg ed , an explosive
gas m ix tu re fo rm s in each c e ll. P a r t of th is gas
e sc a p e s through holes in the vent p lugs and may
fo rm an explosive a tm o sp h e re around the b a tte ry
if v en tilatio n is p o o r. T h is gas m ay re m a in in o r
aro u n d th e b a tte ry fo r s e v e r a l h o u rs a fte r it has
been ch arg ed . S parks o r fla m e s can ignite th is gas
cau sin g an in te rn a l explosion which m ay s h a tte r
the b a tte ry ; th e re fo re , do not sm oke n e a r a b a tte ry
w hich is being ch arg ed o r w hich h as been re c e n tly
ch arg ed and e x e rc is e c a r e when connecting o r d is ­
connecting b o o ste r le a d s o r cab le c lam p s on a
c h a rg e r. P o o r connections a r e a com m on cau se of
e le c tric a l a r c s w hich ca u se explosions.
B a tte ry charging c o n sists of applying a charg e
ra te in a m p e re s fo r a p e rio d of tim e in h o u rs.
T hus, a 1 0 -am p ere c h arg e r a te fo r seven h o u rs
would be a 7 0 -a m p e re hour (A.H.) charging input
to the b a tte ry .
C harging r a te s in the th re e to 50 am p ere
ra n g e a r e g en e rally s a tis fa c to ry . No p a r tic u la r
c h a rg e ra te o r tim e can be sp ec ified fo r a b a tte ry
due to the follow ing fa c to rs:
1. The s iz e , o r e le c tric a l capacity in a m p e re -
h o u rs (A.H.) of the b a tte ry .
Exam ple: A com pletely d isc h a rg e d 70 A.H.
b a tte ry re q u ire s a lm o st tw ice the re c h a rg in g a s a
40 A.H. b a tte ry .
2. T e m p e ra tu re of the b a tte ry e le c tro ly te .
Exam ple: About two h o u rs lo n g e r w ill be need­
ed to ch a rg e a 0 ° F . b a tte ry than an 8 0°F . b a tte ry .
3. B a tte ry s ta te -o f-c h a rg e at the s t a r t of the
ch arging p e rio d .
E xam ple: A com pletely d isc h a rg e d b a tte ry
r e q u ir e s tw ice a s m uch ch arg e in a m p e re -h o u rs
a s a o n e-h a lf ch arg ed b a tte ry .
4. B a tte ry age and condition.
Exam ple- A b a tte ry th at has been su b jecte d to
s e v e re s e rv ic e w ill re q u ire up to 50% m o re am p­
e re -h o u r charging input than a re la tiv e ly new
b a tte ry .
The following b a sic ru le applies to any b a tte ry
ch arg in g situation:
"Any b a tte ry may be ch arg ed at any ra te in
a m p e re s fo r a s long a s spew ing of e le c tro ly te due
to violent g assin g does not o cc u r, and fo r a s long
a s e le c tro ly te te m p e ra tu re does not exceed 125°F.
If spew ing of e le c tro ly te o c c u rs, o r if e le c tro ly te
te m p e ra tu re exceeds 125°F ., the charging ra te in
a m p e re s m ust be red u ced o r te m p o ra rily h alted to
avoid dam age to the b a tte ry ."
T he b a tte ry is fully ch a rg e d when o v er a tw o-
ho u r p e rio d a t a low charging r a te in a m p e re s a ll
c e lls a r e g assin g fre e ly (not spew ing liquid e le c ­
tro ly te ), and no change in sp ec ific g rav ity o c c u rs .
T he full c h arg e sp ecific g rav ity is 1.260-1.280,
c o rr e c te d fo r e le c tro ly te te m p e ra tu re w ith the
e le c tro ly te le v e l at the s p lit rin g , u n le ss e le c tro ­
ly te lo s s has o c c u rre d due to age o r o v erfillin g in
w hich c a se the sp ec ific g ra v ity rea d in g w ill be
lo w e r. F o r the m o st s a tis fa c to ry charging, the
lo w e r charg in g ra te s in a m p e re s a r e recom m ended.
If a f te r prolonged charg in g a sp ecific g ra v ity
of a t le a s t 1.230 on a ll c e lls cannot be rea ch e d , the
b a tte ry is not in an optim um condition and w ill not
p ro v id e optim um p e rfo rm a n c e; how ever, it may
continue to p ro v id e additional s e rv ic e if it has
p e rfo rm e d s a tis fa c to rily in the p a s t.
An "em erg en cy boost c h a rg e ," co n sistin g of a
high ch arging ra te fo r a s h o rt p e rio d of tim e , may
be applied a s a te m p o ra ry expedient in o rd e r to
CHEVROLET 40-60 TRUCK SERVICE MANUAL

c ra n k an engine. H ow ever, th is p ro c e d u re usually
su p p lie s in su fficien t b a tte ry r e s e r v e to c ra n k a
seco n d and th ird tim e . T h e re fo re , th e "em e rg en c y
b o o st c h a rg e " m ust be follow ed by a subsequent
ch arg in g p e rio d of su fficien t d u ratio n to r e s to r e
th e b a tte ry to a s a tis fa c to ry s ta te of c h a rg e. R e fe r
to the "C h arg in g G uide" c h a rt la te r in th is se c tio n .
When the b a tte ry is in the v eh icle, the stu d s
p ro v id e d in th e w irin g h a rn e s s a r e su ita b le fo r
a tta c h m e n t of the c h a r g e r 's le a d s.
When out of the v eh icle, the se a le d sid e te r m ­
in al b a tte ry w ill re q u ire a d a p te rs (fig. 4) fo r the
te r m in a ls to p ro v id e a p la c e fo r atta c h m e n t of the
ch arg in g le a d s.
When the s e a le d te rm in a l b a tte ry is in the
v e h ic le , th e stu d s p ro v id ed in the w irin g h a rn e s s
a r e su ita b le fo r a tta c h m e n t of the c h a r g e r ’s le a d s.
CAUTION: Exercise care when at­
taching charger leads to side terminal
studs to avoid contact with vehicle metal
components which would result in damage
to the battery.
To avoid dam age, ch arg in g r a te m ust be r e ­
duced o r te m p o ra rily h a lte d if:
1. E le c tro ly te te m p e ra tu re ex ceeds 125°F.
2. V iolent g a ssin g o r spew ing of e le c tro ly te
o c c u rs .
B a tte ry is fully c h a rg e d when o v e r a tw o -h o u r
p e rio d at a low c h arg in g r a te in a m p e re s a ll c e lls
a r e g a ssin g fre e ly and no change in sp ecific g rav ity
o c c u rs . F o r th e m o st s a tis fa c to ry charging, the
lo w e r ch arg in g r a te in a m p e re s a r e leco m m en d ed .
F u ll c h a rg e sp e c ific g ra v ity is 1.260-1.280
c o r r e c te d fo r te m p e ra tu re w ith e le c tro ly te lev el
a t s p lit rin g .
The follow ing th re e m ethods of re c h a rg in g
b a tte r ie s a r e th e "Slow C h a rg e " m ethod, the " F a s t
C h a rg e " m ethod, and "E m erg en cy B oost C h arg e"
m ethod. T h ese m ethods d iffe r b a sic a lly in the
len g th of tim e th e b a tte ry is ch a rg e d and the ra te
a t w hich ch arg in g c u rre n t is supplied.
NOTE: R e fe r to "C h arg in g Guide F o r B a tte r ­
ie s " la t e r fo r a su g g e ste d li s t of b a tte ry charg in g
r a te s .
SLOW CHARGING
The "Slow C h a rg e " m ethod su p p lies the b a tte ry
w ith a re la tiv e ly low c u rre n t flow fo r a re la tiv e ly
long p e rio d of tim e . T h is is th e only m ethod that
w ill b rin g the b a tte ry to a fu ll s ta te of c h a rg e .
The "Slow C h a rg e " m ethod c o n s is ts of charging
a t a p p ro x im ately a 4 -a m p e re r a te fo r 24 h o u rs o r
m o re , if n e c e s s a ry , to b rin g the b a tte ry to full
c h a rg e . A fully c h a rg e d condition is re a c h e d when
th e c e lls a r e g a ssin g fre e ly and th re e c o rre c te d
sp e c ific g ra v ity re a d in g s taken at h ourly in te rv a ls
show no in c re a s e .
Sec. 6Y-5
BATTERY
Figure 4 —C harging Lead A dapters
FAST CHARGING
The " F a s t C h arg e" m ethod supplies c u r re n t to
the b a tte ry a t a 40 to 50 a m p e re ra te fo r a 1 ^-h o u r
p e rio d of tim e . If the e le c tro ly te te m p e ra tu re
re a c h e s 1 25°F ., b e fo re the 1/^-hour p e rio d is com ­
p le te d , the b a tte ry m u st be taken off ch a rg e te m ­
p o ra rily , o r the ch arg in g r a te red u ced to avoid
dam age to the b a tte ry .
Although a b a tte ry cannot be brought to a fully
ch a rg e d condition during " F a s t C h a rg e ," it can be
su b sta n tia lly re c h a rg e d o r "b o o sted ." In o r d e r to
b rin g the b a tte ry to a fully charg ed condition, the
ch arg in g cycle m ust be fin ish ed by the "Slow
C h arg e " m ethod.
EMERGENCY BOOST CHARGING
In c a s e s w h ere the b a tte ry is not sufficien tly
ch a rg e d to c ra n k the engine, an em erg en cy boost
ch a rg e may be ap plied a s a te m p o ra ry expedient
in o rd e r to c ra n k the engine. The "E m erg en cy
B oost C h arg e" m ethod c o n sists of ch arg in g a t a 40
to 50 a m p e re ra te fo r a p e rio d of o n e -h a lf hour.
It should be p a rtic u la r ly noted th a t the " E m e r­
gency B oost C h arg e " w ill not n e c e s s a rily r e s to r e
th e b a tte ry to a u sefu l s ta te of ch arg e fo r continued
s e r v ic e . A fter an "E m erg en cy B oost C h a rg e ” fa il­
u re to c h a rg e th e b a tte ry fu rth e r, e ith e r by a long
u n in te rru p te d d riving p e rio d o r by the " F a s t
C h a rg e " o r "Slow C h a rg e" m ethod, m ay r e s u lt in
fa ilu re to cra n k the engine the next tim e cranking
is a ttem p ted . A b a tte ry should n e v e r be condem ned
on the b a s is of fa ilu re to c ra n k the engine a f te r an
"E m erg e n cy B o o stC h a rg e ." Although an em ergency
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 6Y-6

BATTERY

T estin g p ro c e d u re s a r e u se d to d eterm in e
CHARGING GUIDE FOR BATTERIES w h e th er the b a tte ry is (1) good and u sa b le , (2) r e ­
q u ire s re c h a rg in g , o r (3) should be re p la c e d . A nal­
Below is a suggested lis t of battery charging
y s is of b a tte ry conditions can be acco m p lish ed by
ra te s. R efer to applicable ch art.
p e rfo rm in g a V isual In sp ectio n , In stru m e n t T e st,
CHART 1: F o r dry charged b a tte rie s being a c ­ F u ll C h arge H y d ro m eter T e s t, and the L ight Load
tivated with electrolyte at a te m p e r­ T e s t.
ature under 60°F., o r with b a tte rie s
which a re expected to go into im m ed­ IMPORTANT: DO NOT a tte m p t to p e rfo rm the
iate operation in below freezing w ea­ L ight Load T e s t on v eh ic le s equipped w ith b a tte r ­
ther. ie s having a o n e-p iec e co v e r (fig. 1 o r 2).
Amp-Hour D ry C h arg e B a tte ry
Capacity W arm -up Charge VISUAL INSPECTION
The f i r s t step in te s tin g the b a tte ry should be
100 10 Min. a v isu al in sp ectio n , w hich v ery often w ill save
or tim e and expense in d ete rm in in g b a tte ry condition.
L ess 15 Amps
1. C heck ou tsid e of b a tte ry fo r a bro k en o r
Over 10 Min.
c ra c k e d c a se o r a bro k en o r c ra c k e d co v e r. If
100 30 Amps dam age is evident, the b a tte ry should be re p la c e d .
CHART 2: F o r b a tte rie s which req u ire a boost 2. Check the e le c tro ly te le v e l. L ev e ls that a r e
charge fo r the "Light Load T est" too high o r too low w ill cau se p o o r p e rfo rm a n c e .
__________ procedures. 3. C heck fo r lo ose te rm in a l p o s ts , cable con­
n e c tio n s, and fo r evidence of c o rro s io n . C o rre c t
Amp-Hour Light Load T est a s re q u ire d b efo re p ro ce ed in g w ith te s ts .
Capacity Boost Charge
100 20 Min. CAPACITY TEST
or T h is te s t is one m eans of d eterm in in g w h ether
50 Amps
L ess a b a tte ry is functioning efficiently to the d e g re e
Over 30 Min. w h ere it can be r e lie d upon to p e rfo rm a ll of its
d u ties p ro p e rly in the v eh icle.
100 60 Amps
A 12-volt b a tte ry th a t w ill m aintain 9.0 v o lts
CHART 3: F o r b a tte rie s which have become
discharged and req u ire charging. It o r b e tte r during a cap acity te s t should be co n sid ­
should be recognized that slow c h arg ­ e re d a good b a tte ry . To m ake th is te s t, u se equip­
ing is the b est and only method of m ent th at w ill take a heavy e le c tric a l load fro m
com pletely recharging b a tte rie s. How­ th e b a tte ry , such a s a carbon p ile o r o th e r su ita b le
ever, since tim e is often of im p o rt­ m ea n s. If te s t equipm ent is not av a ila b le fo r lo ad ­
ance, two other methods a re offered ing th e b a tte ry , the s t a r t e r may be u se d a s a load.
for p a rtia l b attery re -c h a rg e s listed 1. C onnect p o sitiv e v o ltm e te r and a m m e te r
in this ch art. le a d s to b a tte ry p o sitiv e p o st and negative v o lt­
Amp-Hour Slow F ast Emergency m e te r and a m m e te r le a d s to b a tte ry negative p o st
Capacity Charging Charging Boost Charging (fig. 5).
100 24 Hours 1-1/2 H rs. 30 Minutes NOTE: A m m eter cable c lip s m ust co n tact
or b a tte ry p o sts; v o ltm e te r cable c lip s m ust co n tact
4 Amps 40 to 40 to 50 Amps
L ess b a tte ry p o st o r cable clam p.
50 Amps
24 Hours 3 Hours 1-1/2 Hours 2. Apply a load to the b a tte ry equal to th re e
Over tim e s the a m p e re -h o u r ra tin g of the b a tte ry fo r
100 9 Amps 40 to 40 to 50 Amps 15 sec o n d s. R e fe r to "S p ecifica tio n s" a t end of th is
50 Amos se c tio n fo r a m p e re -h o u r ra tin g s of v a rio u s b a t­
t e r ie s u se d in v e h icle s c o v e red by th is m anual.
b o o st c h a rg e m ay put enough energy into the b a t­
te r y to c ra n k the engine once, fu r th e r ch arg in g 3. W ith a m m e te r rea d in g sp ec ifie d load, re a d
u su a lly is n e c e s s a ry in o r d e r to c re a te a su fficien t voltage which should not be le s s than 9.0 v olts fo r
r e s e r v e to c ra n k a seco n d and th ird tim e . 1 2 -volt b a tte ry .
a. If v o ltm e te r show s 9.0 v o lts o r m o re, b a t­
BATTERY TESTS te r y h as good output capacity and w ill read ily
ac c e p t a n o rm a l c h arg e.
NOTE: R e fe r to "B a tte ry T e st P ro c e d u re " (1) If sp ec ific g rav ity is 1.215 o r m o re, no
c h a rt follow ing "S p ecificatio n s" at end of se c tio n . s e rv ic e is re q u ire d .

CHEVROLET 40-60 TRUCK SERVICE MANUAL


Figure 5 —Battery Capacity Test
(2) If s p e c ific g ra v ity is below 1.215, check
ch arg in g c irc u it to d e te rm in e th e cause
and c o r r e c t a s re q u ire d . The b a tte ry should
be s lo w -c h a rg e d fo r city d riv in g . W ith high­
way d riv in g and a good ch arg ing sy ste m ,
the b a tte ry should c h a rg e s a tis fa c to rily .
b. If v o ltm e te r show s a re a d in g of le s s than
9.0 v o lts, p e r f o r m th e "B a tte ry In stru m e n t T e s t"
o r "B a tte ry L ight L oad T e s t."
BATTERY INSTRUMENT TEST
NOTE: A n u m b er of s u p p lie rs have approved
te s tin g equipm ent a v a ila b le . T h ese t e s te r s have a
p ro g ra m m e d te s t p ro c e d u re c o n sistin g of a s e r ie s
of tim e d d is c h a rg e and c h a rg e c y c les th at w ill
d e te rm in e the condition of the b a tte ry w ith a high
d e g re e of a c c u ra c y . When u sin g th e se te s te r s ,
follow p ro c e d u re s reco m m en d ed by th e in stru m e n t
m a n u fa c tu re r.
B a tte rie s should not be c h a rg e d p r io r to t e s t­
ing a s doing so m ay a lte r the te s t r e s u lts .
NOTE: New b a tte r ie s w hich have becom e
co m p letely d is c h a rg e d o v e r a re la tiv e ly long
p e rio d of tim e , su ch a s d u rin g v eh ic le s to ra g e ,
should be te s te d by the H y d ro m e te r m ethod. B at­
t e r i e s d isc h a rg e d to th is d e g re e cannot be accu ­
r a te ly te s te d u sin g equipm ent re q u irin g load
cap ab ility c o m p a riso n te s ts .
If a t e s te r is not av ailab le, the “ Specific
G rav ity C ell C o m p ariso n T e s t” m ay be u se d a s an
a lte rn a te m ethod, but w ith a s a c r if ic e in te stin g
a c c u ra c y .
1. M e a su re sp e c ific g ra v ity of each c e ll, r e ­
g a rd le s s of s ta te of c h a rg e .
2. If sp e c ific g ra v ity re a d in g s show a d iffe r­
ence betw een th e h ig h est and lo w est c e ll of 0.050
(50 points) o r m o re , the b a tte ry s h o u ld b e re p la c e d .
Sec. 6Y-7
BATTERY
DO NOT SUCK HOLD
IN TOO MUCH TUBE
ELECTROLYTE VERTICAL
FLOAT MUST
BE
TAKE READING
AT EYE LEVEL
Figure 6 —Testing Specific G ravity
FU LL CHARGE HYDROMETER TEST
T h is te s t should be u se d only on b a tte rie s
w hich te s t good w ith te stin g equipm ent o r "S pecific
G ravity C ell C o m p ariso n T e s t" but w hich s u b s e ­
quently fail in s e rv ic e .
1. R em ove the b a tte ry fro m the v eh icle, and
a d ju st the e le c tro ly te le v el a s n e c e s s a ry , by adding
c o lo r le s s , o d o rle s s , drinking w a te r.
2. Fully c h a rg e th e b a tte ry at the Slow C h arg ­
ing R ate a s co v ered u n d e r "B attery C harging"
p re v io u sly in th is se ctio n .
3. M e asu re th e sp e cific g rav ity of th e e le c ­
tro ly te in each c e ll and in te rp r e t a s follow s:
H y d ro m eter R eading L e ss Than 1.230 —
F u ll ch arg e h y d ro m e te r re ad in g s le s s than 1.230
c o rr e c te d fo r te m p e ra tu re indicate the b a tte ry is
defective and should be re p la c e d .
H y d ro m eter R eadings Above 1.310 — F ull
c h a rg e h y d ro m e te r re a d in g s above 1.310 c o rre c te d
fo r te m p e ra tu re in d icate th at the c e lls have been
im p ro p e rly fille d (activation) o r im p ro p e rly s e r v ­
ice d . P o o r s e r v ic e and sh o rt b a tte ry life w ill r e ­
su lt.
SPEC IFIC GRAVITY READINGS
A h y d ro m e te r can be u sed to m e a s u re the
sp ec ific g ra v ity of th e e le c tro ly te in each c e ll (fig.
6).
The h y d ro m e te r m e a su re s the p e rc e n ta g e of
su lp h u ric a c id in the b a tte ry e le c tro ly te in te rm s
of sp ec ific g ra v ity . A s a b a tte ry d ro p s fro m a
c h a rg e d to a d isc h a rg e d condition, th e a c id lea v e s
the solution and e n te rs the p la te s , causing a de­
c r e a s e in sp e c ific g rav ity of e le c tro ly te . An in d i­
cation of the c o n c en tra tio n of the e le c tro ly te is
o btained w ith a h y d ro m e te r.
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 6Y-8
BATTERY
When u sin g a h y d ro m e te r, o b se rv e th e follow ­
ing points:
1. H y d ro m e te r m u st be clean , in sid e and out,
to e n su re an a c c u ra te read in g .
2. H y d ro m e te r re a d in g s m ust n e v e r be taken
im m ed iately a f te r w a te r h as been added. The w a te r
m u st be thoroughly m ixed w ith th e e le c tro ly te by
ch arg in g fo r a t le a s t 15 m inutes a t a r a te high
enough to c au se v ig o ro u s g a ssin g .
3. If h y d ro m e te r h as b u ilt-in th e rm o m e te r,
draw liquid into it s e v e r a l tim e s to e n s u re c o r r e c t
te m p e ra tu re b e fo re taking read in g .
4. Hold h y d ro m e te r v e rtic a lly and draw in
ju s t enough liquid fro m b a tte ry c e ll so th a t flo at is
f r e e floating. Hold h y d ro m e te r a t eye le v e l so th at
flo a t is v e rtic a l and f r e e of o u te r tube, then tak e
re ad in g a t s u rfa c e of liq u id . D is re g a rd the c u rv ­
a tu re w h ere th e liq u id r i s e s a g a in st flo a t s te m due
to su rfa c e te n sio n .
5. A void dropping b a tte ry flu id on v eh icle o r
clothing a s it is e x tre m e ly c o rro s iv e . Any fluid
th a t d ro p s should be w ashed off im m ed iately w ith
baking soda solution.
(a ) All cells read 1.95 or higher
Less than .05 volt
GOOD BATTERY Sufficiently Charged
© One or m ore cells read 1.95 or higher
.05 volt difference
REPLACE BATTERY
Figure 7—Battery Light Load Test
The sp ecific g rav ity of the e le c tro ly te v a rie s
not only w ith the p e rc e n ta g e of acid in the liquid
but a lso w ith te m p e ra tu re . A s te m p e ra tu re in ­
c r e a s e s , the e le c tro ly te expands so th a t th e sp e cific
g ra v ity is re d u ce d . A s te m p e ra tu re d ro p s, the e le c ­
tro ly te c o n tra c ts so th at the sp e cific g ra v ity in ­
c r e a s e s . U nless th e se v a ria tio n s in sp e cific g rav ity
obtained by the h y d ro m e te r m ay not give a tru e
indication of the c o n cen tratio n of ac id in the e le c ­
tro ly te .
A fully ch arg ed b a tte ry w ill have a sp ecific
g ra v ity read in g of app ro x im ately 1.270 a t an e le c ­
tro ly te te m p e ra tu re of 8 0 °F . If the e le c tro ly te
te m p e ra tu re is above o r below 8 0 °F ., ad d itio n s o r
su b tra c tio n s m u st be m ade in o rd e r to obtain a
h y d ro m e te r read in g c o rre c te d to the 8 0 °F . sta n d ­
a rd . F o r e v ery 10 above 8 0 °F ., add fo u r sp e cific
g rav ity p o in ts (.004) to the h y d ro m e te r read in g .
E xam ple: A h y d ro m e te r rea d in g of 1.260 at
1 1 0 °F ., would be 1.272 c o rre c te d to 8 0 °F ., indi­
cating a fully ch arg ed b a tte ry . F o r ev ery 10° b e­
low 8 0 °F ., su b tra c t fo u r po in ts (.004) fro m the
rea d in g .
( j t ) Cells read both above and below 1.95
Less than .05 volt
GOOD BATTERY Requires Charging
(5 ) All cells read less than 1.95
B00ST-CHARGE AND RETEST
T-508 -
CHEVROLET 40-60 TRUCK SERVICE MANUAL

Exam ples A h y d ro m e te r read in g of 1.272 at
0 ° F ., would be 1.240 c o rre c te d to 8 0 °F ., indicating
a p a rtia lly ch arg ed b a tte ry .
BATTERY LIGHT LOAD TEST
IMPORTANT: DO NOT attem p t to p e rfo rm th is
te s t on v e h ic le s equipped w ith b a tte r ie s having a
o n e -p ie c e c o v er (fig. 1 o r 2).
C heck e le c tr ic a l condition of each c ell as
follow s (re f e r to fig. 7):
1. If e le c tro ly te lev el in each ce ll is low, ad ­
ju s t to p ro p e r lev el by adding c o lo rle s s , o d o rle s s ,
d rin k in g w a te r.
2. P la c e lo ad on b a tte ry by cran k in g engine.
If engine s t a r t s , tu rn off ignition im m e d ia tely . If
engine does not s t a r t , hold s t a r t e r sw itch "ON”
f o r 3 se co n d s, then r e le a s e .
3. T u rn on head lig h ts (low beam ). A fter one
m in u te, w ith lig h ts s till "ON" re a d voltage of each
b a tte ry c e ll w ith v o ltm e te r, co m p a re re a d in g s with
th e following;
Good B a tte ry (F ig. 7, View A)
If a ll c e lls re a d 1.95 v o lts o r m o re and the
d iffe re n c e betw een th e h ig h est and lo w est c e ll is
l e s s than .05 volt, b a tte ry is good.
Good B a tte ry (F ig. 7, View B)
If c e lls re a d both above and below 1.95 volts
and the d iffe re n c e betw een the hig h est and low est
c e ll is le s s than .05 volt, b a tte ry is good but r e ­
q u ire s ch arg in g . See "C harging A fter L ight Load
T e s t."
R ep lace B a tte ry (F ig . 7, View C)
If any c e ll r e a d s 1.95 v o lts o r m o re and th e re
is a d ifferen ce of .05 volt o r m o re betw een the
h ig h e st and lo w est c e ll, th e b a tte ry should be r e ­
p la c e d .
D isc h a rg e d B a tte ry (F ig . 7, View D)
If a ll c e lls re a d le s s than 1.95 v o lts, b a tte ry
is too low to te s t p ro p e rly . FAILURE OF THE
M ETER TO REGISTER ON A LL CELLS DOES
NOT INDICATE A D EFEC TIV E BATTERY. B oost
c h a rg e b a tte ry and re p e a t "L ight Load T e s t." (See
"B oost C harging F o r L ight L oad T e st.") If b a tte ry
is found to be good a f te r boosting, it should be fully
re c h a rg e d fo r good p e rfo rm a n c e . If none of the
c e lls com e up to 1.95 v o lts a f te r the f ir s t boost
c h a rg e , the b a tte ry should be given a second boost.
B a tte r ie s w hich do not re sp o n d a fte r a second
b o o st c h a rg e should be re p la c e d .
NOTE: If any b a tte ry found to be good by the
"L ig h t L oad T e s t" does not p e rfo rm s a tis fa c to rily
in su b seq u en t s e rv ic e , it should again be te s te d by
th e "L ig h t L oad T e s t" and if it s till te s ts "good"
it should be re m o v e d fro m v eh icle and te s te d a s
outlin ed u n d er "F u ll C harge H y d ro m e ter T e s t."
Sec. 6Y-9
BATTERY
BOOST CHARGING FOR THE
LIGHT LOAD TEST
B oost c h arg e 12-volt b a tte r ie s having an a m ­
p e re hour cap acity of 100 o r le s s a t 50 a m p e re s
fo r 20 m inutes (50 x 20 = 1000 a m p e re m inutes).
B oost c h arg e b a tte r ie s having an a m p e re hour c a ­
p a city of o v e r 100 a t 60 a m p e re s fo r 30 m inutes
(60 x 30 = 1800 a m p e re hour m inutes). If c h a rg e r
w ill not give th is r a te , ch arg e fo r an equal num ber
of a m p e re m in u tes a t b e s t r a te av ailab le.
IMPORTANT: F o r p u rp o se s of th is te s t, do
not boost b a tte ry m ore than the am ount in d icated .
CHARGING A FT E R THE LIGHT LOAD TEST
F o r b e st p e rfo rm a n c e , a good b a tte ry should
be fully ch a rg e d b efo re being re tu rn e d to s e rv ic e .
If b a tte rie s a r e to be fully charg ed by m eans
of a quick c h a rg e r, the ch a rg e r a te m ust be " ta p e r­
ed" (red u ced to a safe lim it) when the e le c tro ly te
te m p e ra tu re re a c h e s 125°F ., o r when g assin g b e ­
co m es ex c e ssiv e .
NEW VEHICLES IN STOCK
1. C heck e le c tro ly te on each new vehicle r e ­
ceived; add su fficien t d istille d w a te r to b rin g the
e le c tro ly te up to bottom of vent w e lls. DO NOT
O V ER FILL.
2. C heck e le c tro ly te and add d istille d w a te r
a s n e c e s s a ry at w eekly o r sem i-m o n th ly in te rv a ls ,
depending upon the w e a th e r. W arm w ea th er ca u se s
g re a te r w a te r lo s s .
3. If the sp ec ific g ra v ity of the b a tte ry is b e ­
low 1.215 (c o rre c te d to 80 °F .), rem ove it fro m the
vehicle and p la c e it on a charging lin e. C h arge the
b a tte ry until the sp e c ific g rav ity re a c h e s 1.260-
1.280.
4. B efo re a new tru c k is p laced in s e r v ic e ,
m ake s u re the sp ec ific g ra v ity of the b a tte ry e le c ­
tro ly te is a t le a s t 1.250, p re fe ra b ly h ig h er. U nder
no c irc u m sta n c e s should acid be added to a new
b a tte ry , to in c re a s e the sp ecific g ra v ity of the
e le c tro ly te .
CARE O F NEW BATTERIES IN STORAGE
New b a tte r ie s should be sto re d in a cco rd an ce
w ith in stru c tio n s fu rn ish e d by b a tte ry m an u factu rer.
PREPARING DRY-CHARGED
BATTERIES FOR SERVICE
E le c tro ly te should be added to d ry -c h a rg e d
b a tte r ie s in a c c o rd a n ce w ith in stru c tio n s fu rn ish ed
by the b a tte ry m a n u fa c tu rer.
BATTERY CABLES
E x c essiv e re s is ta n c e c a u sed by te rm in a l con­
n ec tio n s and p a rtia l s h o rt c irc u its through defec­
tiv e cable in su latio n w ill re s u lt in ab n o rm al vo lt­
age drop in s ta r te r cab le. Low voltage a t s ta r te r
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 6Y-10

BATTERY

w ill p re v e n t n o rm a l s t a r t e r o p eratio n and w ill tru c k m odel and s e r ie s . To in sta ll p ro p e rly , it is

cau se h a rd s ta r tin g . The follow ing te s ts m ust be
m ade w ith p rim a r y w ire d isco n n ected fro m d is ­
trib u to r o r coil to p re v e n t engine s ta rtin g :
1. C heck voltage drop betw een grounded (-)
b a tte ry te rm in a l and v eh ic le fra m e . P la c e one p ro d
of te s t v o ltm e te r on grounded b a tte ry p o st (not
on cable clam p) and th e o th e r on fra m e . O p e ra te
s t a r t e r and note the voltage read in g .
2. C heck voltage drop betw een ungrounded (+)
b a tte ry te rm in a l and s t a r t e r te rm in a l stu d w ith
s t a r t e r o p eratin g .
3. Check voltage drop betw een s t a r t e r housing
and fra m e w ith s t a r t e r o p e ra tin g .
4. If v oltage drop in any of th e above te s ts is
m o re than 0.5 volt on g aso lin e m odels o r 1.0 volt
on d ie se l m o d els, th e r e is e x c e ssiv e r e s is ta n c e
in the c irc u it. To e lim in a te r e s is ta n c e , th e cab les
should be d isco n n ected and connections clean ed . If
ca b les a r e fra y e d o r th e clam p s e x c e ssiv e ly c o r ­
ro d ed the c a b le s should be re p la c e d . When s e le c t­
ing new cab les, be s u r e they a r e a t le a s t a s la rg e
a s the ones being re p la c e d .
INSTALLING BATTERIES
B a tte ry in sta lla tio n v a rie s depending on the
im p o rta n t to o b se rv e the follow ing p re c a u tio n s:
1. C onnect grounded te rm in a l of b a tte ry la s t
to avoid sh o rt c irc u its w hich may dam age the e le c ­
tr ic a l sy ste m .
2. B e s u re th e re a r e not fo reig n o b jec ts in
the c a r r i e r , so th at the new b a tte ry w ill r e s t p ro p ­
e rly in the bottom of the c a r r i e r .
3. T ighten the hold-dow n evenly un til snug
(60-80 in ch -p o u n d s). Do not draw down tight enough
to d is to rt o r c ra c k the c a se o r co v e r.
4. Be s u r e the c ab le s a r e in good condition
and th e te rm in a ls a r e clean and tig h t. Make s u re
the ground cable is clean and tight at engine block
o r fra m e .
5. C heck p o la rity to be s u re the b a tte ry is not
re v e r s e d with re s p e c t to the g e n e ratin g sy ste m .
6. When a ssem b lin g b o lt-ty p e clam p te rm in a l,
loosen the bolt so the te rm in a l w ill fit o v e r the
p o st, push the te rm in a l on to b a tte ry p o st a s fa r
a s p o ssib le , a t le a s t flu sh w ith o r below top of p o st.
T ighten bolt un til the te rm in a l is snug w ith the p o st.
7. On sid e te rm in a l type b a tte r ie s , tighten
stu d s w ith w rench until a d a p te r w ill not tw ist when
fo rc e is applied w ith hand, then tu rn stud V2 tu rn
m o re (70-inch pounds).

BATTERY SPECIFICATIONS
BA T TE RY M A K E Delco-Remy Delco-Remy Delco-Remy Delco-Remy Delco-Remy
PART NO...................... 1980030 1980034 1980038 1980145 1980149
Model No.................................. E-5000 E-3000 E-3000 E-5000 E-5000
Catalog No................................ R-58 Y-58 Y-70 R-88 R-88W
Volts.......................................... 12 12 12 12 12
No. of Plates per C ell............ 11 9 11 11 15
Amp. Hr. Capacity
at 20 Hr. Rate...................... 61 53 70 61 80
Cranking Ability
at 0°F and 300 Amps......... 1.6 Min. 1.1 Min. 2.0 M ir. 1.6 Min. 2.6 Min.
Load Test
Amp. Load........................... 180 160 210 180 240
Voltage and Temperature
C hart*............................... No. 1 No. 1 No. 1 No. 1 No. 1

*Voltage Must Not Drop Below Minimum Listed at Given Temperature When Battery is Subjected to Proper Load
for 15 seconds and is 1.200 Specific Gravity at 80°F or more.

CHART NO. 1 - V 0 L T A G E AND T E M P E R A T U R E CHART

Electrolyte Temperature............ 80°F 70°F 60°F 50°F 40°F 30°F 20°F 10°F 0°F
Voltage (M inim um ).................... 9.6 9.6 9.5 9.4 9.3 9.1 8.9 8.7 8.5

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 6Y-11

BATTERY
BATTERY TEST PROCEDURE

N O T E : C h a r t N o . 1 is in S p e c i f i c a t i o n s t 8031

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 6Y-12

S ta/din a S yitesn
The s ta n d a rd and optional type sta rtin g m o to rs u sed on v e h icle s co v ered
by th is m anual a r e shown in th e "M odel A pplication C h a rt" following:

STARTING SYSTEM MODEL APPLICATION CHART

STANDARD
TRUCK SERIES PART NO.
C E -40; C S /S S /T S -5 0 ...................................................................................... ....1108360
C E /S E /T E -5 0 ................................................................................................. ....1108362
CS-40 ................................................................................................. ....1108368
C E /M E /T E - 6 0 ................................................................................................. ....1108369

OPTIONAL
TRUCK SERIES PART NO.
C E /S E /T E -5 0 ................................................................................................. 1108364
C E /C S -40; C E /C S /S E /S S /T S -5 0 ...................... ..................................... 1108372
C E /M E /T E -6 0 (with 427 E n g i n e ) ............................................................ 1108357

S O L E N O ID — RETURN SPRING
C O N T AC T
FINGER GROMMET PLUNGER __ / / SHIFT LEVER

BU SH IN G

OIL W IC K

CONNECTORS

BU SH IN G

P IN IO N STOP

O V E R R U N N IN G
CLUTCH

SPIRAL SPLINES

INSULATED BRUSH HOLDER

BRUSH SPRIN G

G R O U N D E D BRUSH HOLDER TPM-6606-2

Figure 1—O verrunning Clutch Type Starting Motor (Typical)

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 6Y-13

STARTING SYSTEM

GENERAL DESCRIPTION
A so len o id o p e ra te d , o v erru n n in g clutch type
s ta r tin g m o to r (fig. 1) having an en c lo sed sh ift
le v e r is u se d on a ll v e h ic le s co v e re d by th is m anual.

T he d riv e end housing is extended to enclose

th e e n tire sh ift le v e r m ech an ism and solenoid
p lu n g e r. The so len o id flange is m ounted on d riv e
end housing, w ith s e a lin g com pound u se d betw een
flan g e and fie ld fra m e . A c o m p re ssio n type shift
le v e r r e tu rn s p rin g lo c a te d in sid e th e so lenoid
c a s e is u se d to o p e ra te the o v erru n n in g clu tch . On
g aso lin e engine m o d els, p rim a ry c irc u it to ignition
co il is fed fro m so len o id w hile th e s t a r t e r is op­
e ra tin g .

P o sitiv e lu b ric a tio n is p ro v id ed to b ro n z e bu sh ­

ings in co m m u ta to r end fra m e , in the d riv e end
fra m e and in the n o se housing by oil sa tu ra te d
w ick s th at p ro je c t through each bushing and co ntact
th e a rm a tu r e sh a ft.
STARTING MOTOR CIRCUIT
TESTS (ON VEHICLE)
Although the s t a r t e r cannot be checked a g a in st
STARTING SYSTEM OPERATION
sp e c ific a tio n s on the v eh icle, ch ecks can be m ade
T he s ta r tin g s y s te m c o n s is ts of the b a tte ry , fo r e x c e ssiv e r e s is ta n c e in the s t a r t e r c irc u it.
R e fe rrin g to fig u re 2 and w ith s ta r te r c ra n k ­
s ta r tin g m o to r, including th e d riv e a sse m b ly w hich
ing the engine during each check, m e a su re r e s i s t ­
engages the flyw heel rin g g e a r during cranking,
ance in v a rio u s p a r ts of the c irc u it a s follow s:
th e s t a r t e r solenoid, m ounted on th e s ta rtin g m otor
fo r sh iftin g the d riv e a sse m b ly and clo sin g the
m o to r c irc u it and th e ig nition o r co n tro l sw itch
w hich, when in th e "START" p o sitio n connects a IMPORTANT
le a d fro m the b a tte ry to the so len o id sw itch. D u r­
ing cran k in g , the ignitio n sw itch (g aso line engine To p re v e n t engine fro m sta rtin g w hile p e r ­
m odels) a lso co n n ects the b a tte ry d ire c tly to the fo rm in g th e se c h eck s, d isconnect the p rim a ry le ad
ignitio n coil. a t the d is trib u to r on gasoline engine m odels. On
d ie se l m odels, pu ll stop knob on in stru m e n t panel
out to s e t the in jectio n pump in "N O -F U E L " (STOP)
p o sitio n to p re v e n t the engine fro m s ta rtin g .
CAUTION: If a remote switch is used
to operate starter, the primary wire must
be disconnected from coil negative term­
V - 1 - C heck V -l w ith v o ltm e te r le a d s connected
inal and ignition switch must be turned on.
fro m b a tte ry p o sitiv e p o st to b a tte ry te r m ­
Failure to do this will result in damaged
inal on the s t a r t e r solenoid.
grounding circuit in ignition switch.
V-2 - Check V-2 w ith v o ltm e te r le a d s connected
fro m so lenoid b a tte ry te rm in a l to solenoid
When s t a r t e r c irc u it is en erg ized , th e solenoid m otor te rm in a l.
o p e ra te d sh ift le v e r s lid e s the pinion into m esh
V -3 - Check V -3 w ith v o ltm e te r le a d s connected
w ith the flyw heel rin g g e a r te e th . The ro ta ry m otion
fro m b a tte ry n eg ative p o st to s t a r t e r field
betw een pinion and rin g g e a r, p ro v id ed by s p ira l
fra m e .
s p lin e s on clutch sh a ft, n o rm ally re lie v e s tooth
abu tm en t on the f i r s t a tte m p t to engage pinion and If v o ltm e te r re ad in g in any of the p rev io u s
th e engine flyw heel rin g g e a r. When the engine is ch eck s exceeds 0.5 volt, e x c e ssiv e re s is ta n c e is
s ta r te d , pinion o v e rru n p ro te c ts the a rm a tu re fro m in d icated in th at p a r t of th e c irc u it being checked.
e x c e ssiv e sp eed u n til the ignition o r co n tro l sw itch L o cate and elim in a te the c au se of ex c e ssiv e vo lt­
is re le a s e d , at w hich tim e the solen o id sh ift le v e r age drop in th e se c ir c u its in o rd e r to obtain m ax­
r e tu r n s p rin g c a u se s the pinion to disengage. To im u m efficiency fro m the s ta rtin g sy ste m . C ause

CHEVROLET 40-40 TRUCK SERVICE MANUAL

Sec. 6Y-14

STARTING SYSTEM
of e x c e ssiv e r e s is ta n c e m ay be lo o se, c o rro d e d ,
o r d irty co nnections, o r fra y e d c a b le s.
If s t a r t e r fa ils to c ra n k engine, f i r s t m ake
s u r e b a tte ry is not d isc h a rg e d , then check solenoid
o p e ra tio n . If the so le n o id fa ils to o p e ra te , the
tro u b le m ay be due to e x c e ssiv e r e s is ta n c e in the
s t a r t e r c o n tro l c ir c u it. C heck a ll w irin g and con­
n ectio n s fro m ignition o r c o n tro l sw itch to solenoid
fo r lo o se o r c o rro d e d co n n ectio n s. If c au se of ex­
c e ssiv e re s is ta n c e is not a p p a re n t, connect a s h o rt
ju m p e r le a d a c r o s s th e so len o id b a tte ry and sw itch
te r m in a ls . If so len o id o p e ra te s w ith ju m p e r le a d
connected, tro u b le is in th e c o n tro l c ir c u it. Check
fo r defectiv e ig nition o r c o n tro l sw itch. If so len o id
does not o p e ra te w ith ju m p e r le a d connected, s o le ­
noid is d efectiv e and m ust be re p la c e d .

STARTER REPLACEMENT

REMOVAL
1. R em ove ground s tr a p fro m b a tte ry n egative
(-) p o st o r tap e end of b a tte ry cab le when d isco n ­
n ected fro m s t a r t e r so len o id to p re v e n t d isc h a rg e
of b a tte ry by d ire c t s h o rt.

2. D isconnect a ll w ire s fro m s t a r t e r solenoid

te r m in a ls .

3. R em ove b o lts, n u ts, and w a s h e rs w hich a t­ Figure 3 —Circuit for Checking Pinion Clearance
ta c h s t a r t e r to flyw heel housing, then pu ll s t a r t e r
fo rw a rd to rem o v e . R em ove s p a c e r (if u sed).
c o n tro l sw itch to “ START” p o sitio n w hile the
INSTALLATION engine is running.

1. P o sitio n s t a r t e r a g a in st flyw heel housing

and s e c u re w ith b o lts, n u ts, and w a s h e rs . T ighten
s t a r t e r to flyw heel housing b o lts to 25-35 foot­
pounds to rq u e .
2. C onnect a ll w ire s to s t a r t e r so len o id t e r m ­
in a ls, r e f e r r in g to ap p licab le w irin g d ia g ra m s
to m ake s u re of p ro p e r connections. T ig h ten
te rm in a l nuts firm ly .
3. C onnect ground s tr a p to b a tte ry negative
(-) p o st, then check o p e ra tio n of s ta rtin g m o to r.
W hen the engine c o n tro l sw itch is p la c e d in
“ START” p o sitio n , c u r r e n t fro m the b a tte ry is
su pplied thro u g h th e engine c o n tro l sw itch to
e n e rg iz e the s t a r t e r solenoid. When engine is
s ta r te d and r e a c h e s ap p ro x im ately 400-600 rp m ,
c u r re n t fro m g e n e ra to r “ R” te rm in a l is su p p lied
through s t a r t e r c o n tro l re la y o p e ra tin g co il to
b re a k c irc u it to s t a r t e r solenoid, thus d isengaging
the s t a r t e r if engine c o n tro l sw itch is not r e le a s e d
a fte r engine is s ta r te d . T h is a lso p re v e n ts s t a r t e r
fro m being a c c id e n tally engaged by tu rn in g the
PINION CLEARANCE CHECK
The d riv e pinion c le a ra n c e should be checked
w henever s ta r te r has been o v erh au led . T h e re is no
m eans of ad ju stin g pinion c le a ra n c e on lig h t duty
type s ta rtin g m o to rs. If c le a ra n c e is not w ithin
sp e c ifie d lim its , it m ay in d icate ex c e ssiv e w e a r of
solenoid linkage o r sh ift le v e r yoke lu g s. C le a r ­
an ce betw een end of pinion and pinion stop (re ta in e r)
w ith pinion in cran k in g p o sition, should be 0.010"-
0.140". C heck c le a ra n c e a s follow s:
1. Connect a voltage so u rc e of app ro x im ately
6 volts betw een the solenoid sw itch te rm in a l (S)
and ground.
IMPORTANT: DO NOT connect voltage so u rc e
to ignition coil (R) te rm in a l of solenoid. DO NOT
u se a 12-volt b a tte ry in p la ce of the 6 -v o lt b a tte ry
sp ec ified a s th is w ill ca u se the s t a r t e r to o p e ra te .
A s a fu rth e r p re ca u tio n to p re v e n t m otoring, con­
n ec t a heavy ju m p e r le a d fro m solenoid m otor
te rm in a l to ground (fig. 3).

CHEVROLET 40-60 TRUCK SERVICE MANUAL


PRESS ON CLUTCH
AS SHOWN TO
TAKE UP MOVEMENT
PINION
RETAINER
010" TO .1 4 0 "
PINION CLEARANCE
TPM-3539
Figure 4 —M easu ring Pinion Clearance (Typical)
2. A fte r e n e rg iz in g the solen oid w ith the s t a r t e r pinion into engagem ent w ith flyw heel rin g
clu tch sh ifte d fo rw a rd , pu sh the pinion back
to w ard c o m m u ta to r a s f a r a s n e c e s s a ry to tak e up noid sw itch to com plete c irc u it fro m b a tte ry to
any p o ss ib le sla c k , th en check pinion c le a ra n c e
w ith a f e e le r gauge a s shown in fig u re 4. If c le a r ­
ance is not w ithin 0.010” to 0.140” , d is a sse m b le
and re p la c e w orn p a r ts in so len o id and s h ift le v e r
linkage.
STARTER FREE SPEED CHECK
The fr e e sp e e d check is reco m m en d ed a fte r a
s ta r tin g m o to r h as been o v erh au led . If n e c e s s a ry
te s t equipm ent is a v a ila b le , ac c o m p lish follow ing
s te p s to p e rfo rm f r e e sp e e d check:
1. C onnect a 1 2 -volt b a tte ry in s e r ie s w ith
an a m m e te r to " b a tte ry " te rm in a l of so lenoid on
s ta r tin g m o to r.
2. C onnect a le a d fro m fra m e of s ta rtin g
m o to r to negative (-) p o st on b a tte ry .
3. C onnect a v o ltm e te r fro m so len o id b a tte ry
te rm in a l to ground.
4. In s ta ll a ta c h o m e te r to s ta rtin g m o to r.
5. C onnect a ju m p e r le a d fro m " b a tte ry " t e r m ­
in al to sw itch te rm in a l on solenoid.
Sec. 6Y-15
STARTING SYSTEM
Figure 5 —Circuit for Checking M otor Free Speed (Typical)
6. O b serv e a m m e te r, v o ltm e te r and tac h o m ­
e te r , and c o m p are re a d in g s w ith "No L oad T e s t”
sp e c ific a tio n s lis te d in "S p ecificatio n s."
STARTER SOLENOID
S ta r te r so len o id is u se d to shift the s t a r t e r
d riv e pinion into engagem ent w ith flyw heel te e th
and to co m p lete the c irc u it fro m b a tte ry to s t a r t e r .
Solenoid h as two w indings, the pulling winding
and the holding w inding. When ignition sw itch is
tu rn e d to "START" p o sitio n both w indings a r e
e n erg ize d , producing a m agnetic fie ld w hich p u lls
the p lu n g er in. Inw ard m ovem ent of p lu n g er sh ifts
g e a r te e th , and c lo se s m ain co n ta cts in th e s o le ­
s ta rte r.
The pulling winding d raw s co m p a ra tiv ely heavy
c u r re n t fo r a s h o rt in te rv a l. T his is re q u ire d to
sh ift the pinion into engagem ent. The holding w ind­
ing a lso aid s the pulling winding. A s soon a s plung­
e r c lo se s the m ain sw itch co n tacts, pulling winding
is d e -e n e rg iz e d and only the holding winding draw s
c u r re n t fo r the balan ce of the s ta rtin g cycle.
SOLENOID MAINTENANCE
Solenoids re q u ir e no p e rio d ic m aintenance
o th e r than keeping the te rm in a ls clean and tight.
A lw ays check actio n of so len o id if it has been r e ­
m oved. If u n it fa ils to function, f i r s t check w iring
b e fo re condem ning the so lenoid. Solenoid w indings
can be checked fo r c u rre n t draw , open c irc u it, o r
s h o rts . R e fe r to "S p ecificatio n s" a t en d o f th is s e c ­
tio n fo r c u rre n t v alu es. Solenoid coil, te rm in a ls ,
and sw itch p lu n g er can be re p la c e d if b u rn ed o r
o th e rw ise dam aged. W henever the so len o id is r e ­
p la c e d on overru n n in g clu tch type s ta rtin g m o to rs,
p inion c le a ra n c e m ust be checked, a s p rev io u sly
d ire c te d u n d er "P inion C le a ra n c e C heck."
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 6Y-16

STARTING SYSTEM

STARTING SYSTEM SPECIFICATIONS

1108357
S TA RT E R M O D E L 1108364 1108360
M ake............................................................................ Delco-Remy Delco-Remy
S eries........................................................................... 10MT 10MT
T yp e ............................................................................. 125 125
Type of Drive............................................................. Overrunning Clutch Overrunning Clutch
Rotation (View at Drive E nd)................................. CW CW
No Load Test
V o lts .................................................................... 9 9
Min. A m p s*........................................................ 35 55
Max. A m ps*....................................................... 75 80
Min. R.P.M.......................................................... 6000 3500
Max. R.P.M......................................................... 9000 6000
Pinion Clearance....................................................... .010"-. 140" .010-. 140"
*1 ncludes Solenoid

S TARTER S OL E NO I D
MODEL 1114343 1114356
Rated Voltage............................................................. 12 12
Current Consumption
Pull-In Winding
Amps........................................................... 13-15.5 13-15.5
V olts............................................................. 5 5
Hold-ln Winding
Amps........................................................... 14.5-16.5 14.5-16.5
V o lts............................................................ 10 10

1108369
S TARTER M O D E L 1108362 1108372 1113686
M ake.................................................................. Delco-Remy Delco-Remy Delco-Remy
Series........................................................................... 10MT 10MT 35MT
T yp e ............................................................................. 125 125 185
Type of Drive.............................................................. Overrunning Clutch Overrunning Clutch Overrunning Clutch
Rotation (Viewed at Drive E nd)............................. CW CW CW
No Load Test
V olts..................................................................... 9 9 9
Min. A m p s*........................................................ 55 35 130
Max. A m ps*........................................................ 80 75 160
Min. R.P.M................................................ 3500 6000 5000
Max. R.P.M............................................... 6000 9000 7000
Pinion Clearance........................................................ .010"-. 140" .010"-. 140" .010"-. 140"
^Includes Solenoid

STARTER S OLE NOI D

MODEL 1114344 1114356 1115518
Rated Voltage............................................................. 12 12 12
Current Consumption
Pull-In Winding
Amps........................................................... 13-15.5 13-15.5 26-29
V o lts............................................................ 5 5 5
Hold-ln Winding
Amps........................................................... 14.5-16.5 14.5-16.5 18-20
V o lts............................................................ 10 10 10

CHEVROLET 40-60 TRUCK SERVICE MANUAL


9(f*ution SiyUetn
GENERAL
The ignition sy ste m c o n s is ts of the so u rc e of
p o w er (b a tte ry o r g e n e ra to r) ignition sw itch, ig n i­
tio n coil, d is trib u to r, co n d e n se r, s p a r k p lu g s , and
high and low ten sio n w ire s .
A sp e c ia l re s is ta n c e w ire is u se d in the body
w irin g h a rn e s s connecting the ignition te rm in a l on
the ignition sw itch to the ignition coil on a ll g a so ­
lin e engine equipped v e h ic le s. R e sista n c e value of
the w ire u se d on In -lin e g aso lin e engine m odels
is 1.80 ± .05 ohm s. R e sista n c e v alu e of the w ire
u se d on V8 g aso lin e engine m o d els is 1.35 ± .05
ohm s. The re s is ta n c e w ire is id en tified on ap p lic­
ab le W iring D ia g ra m s a s 20-BLK ; o r 20 W HT.-
ORN. & P P L . CR. TR.
R e sista n c e v alue of the w ire can be checked
a s explained la te r .
The r e s is ta n c e w ire is u se d to in c re a s e ig n i­
tion coil efficiency and lengthen d is trib u to r point
life . If r e s is ta n c e w ire b eco m es dam aged, re p la c e
w ith w ire of sa m e gauge and length.
IM PORTANT: DO NOT u se re g u la r copper
w ire in p lace of th e r e s is ta n c e w ire . When using a
re m o te sw itch to o p e ra te the s t a r te r , disconnect
p rim a r y w ire fro m ignition coil negative te rm in a l
and tu rn ignition sw itch "ON" to p re v e n t dam aging
th e grounding c irc u it in the ignition sw itch.
CAUTION
Since the ignition coil is fed through
the starter solenoid during cranking, the
engine will have a tendency to start when­
ever it is cranked, even through the igni­
tion switch is in the "O F F " position. To
prevent this from happening and possibly
causing serious injury, always disconnect
the primary wire from the ignition coil
before performing tests which require
cranking the engine.
RESISTANCE WIRE CHECK
1. Make s u re ig nition sw itch is in "O F F "
p o sitio n .
Sec. 6Y-17
NOTE: If ignition sw itch is not in " O F F " p o s i­
tion, o h m m eter w ill be dam aged.
2. Connect an o h m m eter lead to each end of
the re s is ta n c e w ire and note the read in g .
3. R eplace re s is ta n c e w ire if o h m m eter re a d ­
ing is not w ithin 1.75-1.85 ohm s on In -lin e g asoline
engine m o dels, o r 1.30-1.40 ohm s on V8 gasoline
engine m o dels.
IGNITION MAINTENANCE
Inspecting and adju stin g the ignition sy ste m at
re g u la r in te rv a ls w ill aid in locating and c o r r e c t­
ing conditions w hich re s u lt in lo w ered p e rfo rm ­
ance b efore engine p e rfo rm a n c e is affected.
1. C heck condition of b a tte ry and cab les as
d ire c te d p rev io u sly in "BATTERY" sec tio n .
2. Check o p eratio n of centrifugal advance
m ech an ism by rem oving d is trib u to r cap and tu r n ­
ing the ro to r in clockw ise d irec tio n . The cam should
ro ta te fre e ly and when re le a s e d , it should re tu rn
to its o rig in a l p o sitio n w ithout sticking o r binding.
3. Wipe out d is trib u to r cap with a soft cloth
and clean w ire so ck e ts w ith a sm a ll round b ru sh .
In spect cap and ro to r fo r chips, c ra c k s , and c a r ­
bonized sh o rt p aths; look fo r burned m etal in s e r ts
in cap and fo r bu rn ed m etal segm ent on r o to r.
4. In sp ec t b re a k e r p o in ts. Slight d isc o lo ra tio n
and roughness is n o rm a l. Slight roughness can be
rem o v ed w ith a few s tro k e s of a clean, fin e -c u t
co ntact file . If po in ts a r e badly pitted o r b urned,
re p la c e p oints a s d ire c te d la te r under " D is trib u to r."
5. Check cam dwell angle with a dwell m e te r.
If dwell m e te r is not av ailab le, point opening can
be checked w ith a dial in d ic ato r. N ever check open­
ing of u se d po in ts w ith a fe e le r gauge. If dwell
angle (or point opening) re q u ire s a d ju stm en t, a d ­
ju st a s d ire c te d la te r u n d er "D is trib u to r."
6. Check ignition tim ing w ith tim in g light as
d ire c te d la te r u n d er "Ignition T im ing."
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 6Y-18

IGNITION SYSTEM
7. In sp ect a ll ig nition w iring fo r b rittle , c r a c k ­
ed, o r oil soaked in su la tio n . Check a ll connections,
m aking s u re they a r e clean and tig h t.

8. D is trib u to r m u st be kept p ro p e rly lu b ri­

cated . R e fe r to LUBRICATION (SEC. 0) fo r in te r ­
v als and in stru c tio n s.

9. Rem ove s p a rk p lu g s and clean , in sp e c t, and

ad ju st point gap a s d ire c te d la te r u n d er "S park
P lu g s ."

IGNITION SWITCH REPLACEMENT

Figure 1—D isengaging Ignition Switch Connector
The ignition o r c o n tro l sw itch and h a rn e s s - to -
sw itch co n n ecto r fe a tu re s a th re e -ta n g lock to s e ­
c u re a firm connection (fig. 1). The sw itch lock
IGNITION TIMING
cy lin d e r and c y lin d e r housing can be rem o v ed as
follow s:
T im ing the ignition sy ste m c o m p rise s:

REMOVAL (1) In itia l T im ing - - Setting d is trib u to r to p e rm it

1. D isconnect neg ativ e (-) cable fro m b a tte ry opening of p o ints at c o rre c t firin g in te rv a ls
p o st. - and -
(2) M anual Advance A djustm ent — R e tard in g o r
2. R em ove lock c y lin d e r by p o sitio n in g sw itch advancing the point opening to com pensate fo r
in "O F F ” po sitio n and in s e rtin g w ire in s m a ll hole v ario u s g ra d e s of fuel which may be u se d . T hese
in cy lin d e r face. P u sh in on w ire to d e p re s s plu n g er tim in g fa c to rs re q u ire checking and adjustin g
and continue to tu rn key co u n terclo ck w ise u n til at re g u la r in te rv a ls, o r w henever p e rfo rm a n c e
lock c y lin d e r can be p u lled fro m cy lin d e r housing. of engine n e c e s s ita te s such action.

3. R em ove the m e ta l ignition sw itch re ta in in g IMPORTANT: B efore attem pting to ad ju st ig ­

nut fro m the p a s s e n g e r sid e of the dash. nition tim ing, m ake s u r e c a rb u re to r is p ro p e rly
ad ju sted . D isconnect vacuum line fro m d istrib u to r
4. P u ll ignition sw itch out fro m u n d er dash vacuum advance unit and plug the open end of line.
and s e p a ra te w irin g co n n ecto rs by in s e rtin g thin
blade of s m a ll s c re w d r iv e r u n d er each tang of
w irin g co n n ecto r a s shown in fig u re 1. P u ll con­
n e c to r fro m sw itch.

INSTALLATION
1. Engage lock ta n g s of w iring co n n ecto r to
sw itch . Make s u re lock tan g s a r e fully engaged by
try in g to s e p a ra te .

2. P la c e the sw itch w ith w irin g into p o sition

fro m u n d e rsid e of d ash and in s ta ll sw itch re ta in in g
nut firm ly .

3. I n s e r t sw itch lock cy lin d er in sw itch h o u s­

ing and ro ta te clockw ise to s e c u re in ”LOCK”
p o sitio n .

4. C onnect b a tte ry neg ativ e cable to p o st and

check o p e ra tio n of sw itch. Figure 2 —Timing M arks (In-Line Engine) (Typical)
i

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 6Y-19

IGNITION SYSTEM

ROTOR

DISTRIBUTOR

TIMING TAB

DAMPER

CAP SCREW

VACUUM A DVAN CE!

UNIT
M O U N TIN G CLAMP

Figure 3 —Distributor Installed with Cap

Rem oved (In-Line Engine) (Typical)

Figure 4 —Timing M arks (V8 Engine) (Typical)

NOTE: The tim in g s e ttin g s , lis te d in "S peci­
fic a tio n s " at end of th is se c tio n , a r e recom m ended
se ttin g s fo r a v e ra g e n atio n -w id e re g u la r gasoline.
T im in g m u st be r e ta r d e d a s re q u ire d when low er
o ctan e g aso lin e is u sed .
IN -LIN E ENGINES
(WITH ENGINE RUNNING) (F ig. 2)
On v e h ic le s equipped w ith th e In -lin e engine,
th e tim in g tab is in s ta lle d at fro n t of engine above
c ra n k sh a ft pulley a t le ft sid e . M arkings on the
tim in g tab a r e in 2 -d e g re e in c re m e n ts w ith the
"O ” m a rk being u p p e r-d e a d -c e n te r. T im ing is se t
on No. 1 cy lin d er.
NOTE: R e fe r to "Ignition T im ing" in "S peci­
fic a tio n s " a t end of th is se c tio n fo r c o r r e c t tim ing
of each engine.
W ith tim in g light connected to No. 1 sp a rk
plug and w ith engine idling (500 rp m m ax.) loosen
m ounting clam p cap s c re w a t b a se of d is trib u to r
(fig. 3) and ro ta te d is trib u to r a s n e c e s s a ry , to
sy n c h ro n iz e fla sh e s w ith tim in g m a rk when m a rk
is alig n ed w ith p o in te r. A fte r com pleting a d ju s t­
m ent, tig h ten cap s c re w and connect vacuum lin e.
V8 ENGINES
(WITH ENGINE RUNNING) (F ig . 4)
NOTE: M ake s u r e d is trib u to r is in good con­
dition and dw ell angle is p ro p e rly ad ju ste d befo re
checking ignition tim in g . If dwell angle re q u ire s
a d ju stm en t, ad ju st a s d ire c te d la te r u n d e r " D is­
tr ib u to r ."
1. D isconnect d is trib u to r s p a rk advance hose
and plug vacuum so u rc e opening.
2. C onnect one le a d of tim ing light to No. 1
s p a rk plug te rm in a l and connect the o th e r le a d in
a c c o rd a n ce w ith in s tru c tio n s fu rn ish e d w ith the
in stru m e n t.
NOTE: M arkings on tim ing tab a r e in 2 -d e g re e
in c re m e n ts (the g r e a te s t n um ber of m a rk in g s a r e
on the "A " sid e of th e "O "). The "O" m a rk is TDC
and a ll BTDC se ttin g s fa ll on the "A" (advance)
sid e of "O ."
3. S ta rt engine and run at id le . Set tim ing to
lim it lis te d u n d er "Ignition T im ing" in "S p ecifica­
tio n s " at end of th is sec tio n . If tim in g m a rk does
not align w ith p o in te r, loosen d is trib u to r m ounting
clam p cap sc re w and ro ta te d is trib u to r body as
re q u ire d to sy n ch ro n ize tim in g lig h t fla sh e s w ith
tim in g m a rk on tim ing ta b .

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 6Y-20
IGNITION SYSTEM
4. T ighten th e d is tr ib u to r m ounting clam p cap c lo se . R em ove high ten sio n w ire fro m c e n te r s o c ­
sc re w ; th en , stop engine, re m o v e tim in g lig h t, and
connect the s p a rk advance h o se.
IN -LIN E V8 ENGINES
(WITH ENGINE NOT RUNNING)
1. L o cate No. 1 c y lin d e r s p a rk plug w ire on
d is trib u to r cap; m a rk d is trib u to r body a d ja c e n t to
No. 1 w ire so ck et in cap, then rem o v e cap.
2. In te rm itte n tly o p e ra te s t a r t e r u n til p ro p e r
tim in g m a rk on c ra n k sh a ft p u lley is aligned w ith
tim ing tab o r p o in te r (fig. 2 o r 4).
W ith tim ing m a rk alig n ed w ith tim ing tab , o r
p o in te r, r o to r seg m en t should point to w ard m a rk
m ade on d is trib u to r body in Step 1 p re v io u sly . In ­
s te a d , r o to r seg m en t m ay point 180 d e g re e s away
fro m m ark ; in th is c a se engine m ust be ro ta te d one
co m p lete rev o lu tio n and tim in g m a rk re a lig n e d .
3. W ith tim in g m a rk alig n ed w ith tim in g tab
o r p o in te r and w ith ro to r seg m en t pointing to No. 1
s p a r k plug w ire , p o in ts should ju st begin to open.
L oosen d is trib u to r m ounting clam p cap sc re w and
tu rn d is trib u to r housing clockw ise u n til p o ints
DISTRIBUTOR
D is trib u to r u se d on In -lin e engines is m ounted
on rig h t sid e of engine and is d riv e n by the engine
c am sh aft by s p ir a l cut g e a r s . A g a sk e t is u se d b e ­
tw een flange on d is trib u to r housing and cy lin d er
block. The d is trib u to r is held in p la c e by a m ount­
ing clam p and cap s c re w (fig. 3). L ow er end of d is ­
tr ib u to r sh aft is tongued and engages a slo t in up­
p e r end of o il pum p d riv e shaft to d riv e th e oil
pum p.
The d is trib u to r u se d on V8 eng in es is
m ounted on top c e n te r of cy lin d e r block at r e a r
end and is d riv en fro m the engine c a m sh a ft by
s p ir a l cut g e a rs . A g a sk e t is u se d betw een flange
on d is trib u to r housing and c y lin d e r block. The
d is trib u to r is held in p la c e by a m ounting clam p
and cap sc re w . The d riv e g e a r, s e c u re d on lo w er
end of d is trib u to r shaft, by a r iv e t o r ro ll pin, has
a hexagonal opening in lo w er end w hich engages
end of o il pump sh aft to d riv e the oil pum p. M odel
n u m b e r is stam p ed on th e d is trib u to r housing.
ket in d is trib u to r cap. T u rn on ignition sw itch and
hold end of high ten sio n w ire (s till connected to
coil) %-inch fro m a ground; then tu rn d istrib u to r
housing cou n terclo ck w ise u n til a s p a rk jum ps the
gap betw een high ten sio n w ire and ground. When
s p a rk o c c u rs , p o in ts a r e open. Hold d is trib u to r in
th is p o sitio n and tighten m ounting clam p cap s c re w .
T u rn ignition sw itch off and in sta ll d is trib u to r cap.
In s ta ll high te n sio n w ire in cap.
MANUAL ADVANCE ADJUSTMENT
1. A fte r engine has been thoroughly w arm ed
up, d riv e vehicle using g ra d e of fuel expected to be
u se d in s e rv ic e . E ngine should not ping o r knock
ex c e ssiv e ly u n d er load and full th ro ttle .
2. If knock is evident, loosen the d istrib u to r
m ounting clam p cap sc re w and tu rn d is trib u to r
housing clockw ise to r e ta r d s p a rk until knock is
elim in ated .
NOTE: Manual advance should be s e t to obtain
the b e s t p o ssib le engine p e rfo rm a n c e w ith the p a r ­
tic u la r g rad e of gasoline being u sed .
LEAD CLIPS
"BACK-TO -BACK’
CAM LUBRICATOR
ASSEMBLE
THIS CLIP FIRST
SET
SCREW
QUICK DISCONNECT
TERMINAL
BREAKER PLATE
ATTACHING SCREWS
Figure 5 -B re a k e r Plate Attaching Parts
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 6Y-21

IGNITION SYSTEM

clo th to clean contact p o in ts. Do not atte m p t to r e ­

m ove a ll ro u g h n ess o r d re s s point s u rfa c e s down
sm ooth, m e re ly rem o v e sc a le o r d irt.
R eplace co ntact p o in ts w hich a r e badly p itte d
o r bu rn ed . High re s is ta n c e o r lo ose connection in
th e co n d e n ser c irc u it, oil o r fo reig n m a te ria ls on
contact s u rfa c e s , im p ro p e r point ad ju stm en t o r
ex c e ssiv e ly high voltage may ca u se oxidized con­
ta c t p o in ts. If e x c e ssiv e point p ittin g is en c o u n te r­
ed, check fo r an o u t-o f-b a la n c e condition in the
ignition sy ste m , often c au se d by im p ro p e r con­
d e n s e r cap acity .

CONTACT POINT REPLACEM EN T

(IN -LIN E ENGINES)
R em oval
1. R e le a se d is trib u to r cap hold-dow n sc re w s ,
Figure 6—Checking Breaker Arm Spring Tension
re m o v e cap and p la c e it out of w ork a r e a .
2. R em ove r o to r.
3. P u ll p rim a ry and co n d en ser lea d w ire s
DISTRIBUTOR CONTACT POINTS fro m co ntact point q u ic k -d isc o n n ec t te rm in a l (fig.
5).
CLEANING
4. R em ove co n tact s e t attach in g sc re w , lift
D irty co n tact p o in ts should be d re s s e d w ith a
co n tact point s e t fro m b re a k e r p la te .
few s tro k e s of a cle a n , fin e -c u t co n tact file . The
5. C lean b re a k e r p la te of o il, sm udge and d irt.
file should not be u se d on o th e r m e ta ls and should
be kept f r e e of g re a s e and d irt. N ev er u se e m e ry
In sta lla tio n
1. C arefu lly w ipe p ro te c tiv e film fro m contact
s e t, th en p la c e new co n tact se t a sse m b ly on b re a k e r
p la te and in s ta ll attac h in g sc re w .
PLACE SCREWDRIVER IN NOTE: P ilo t on co n tact s e t m ust engage m atch ­
SLOT IN LATCH HEAD. ing hole in b re a k e r p la te .
PRESS DOW N AND TURN 2. C onnect p r im a ry le a d and co n d e n ser le a d
to te rm in a ls (fig. 5). L ead c lip s m u st be a s s e m ­
bled "b a c k -to -b a c k ." P u sh clip n e a re s t the contact
le v e r down betw een th e sp rin g and lo c a to r; then
pu sh th e rem ain in g clip down betw een th e f i r s t clip
and lo c a to r. Do not pu sh on the sp rin g .
3. Apply a slig h t tr a c e of p e tro le u m jelly to
th e b re a k e r cam and a few d ro p s of S.A .E . #20 oil
on top of the sh aft.
4. C heck and ad ju st p o in ts fo r p ro p e r a lig n ­
m ent and b re a k e r a r m sp rin g fo r p ro p e r ten sio n
(fig. 8). U se an alig n m en t tool to bend sta tio n a ry
co n tact su p p o rt if p o in ts need alignm ent.
NOTE: The co n tact point p r e s s u r e m ust fall
w ithin sp e cified lim its . W eak te n sio n w ill cause
c h a tte r re su ltin g in a rc in g and burning of th e po in ts
and an ignition m is s a t high sp eed , w hile e x c e s s ­
ive ten sio n w ill cau se undue w e a r of the contact
LATCH p o in ts, cam and rubbing block. B re a k e r a rm sp rin g
te n sio n should be 19-23 ounces. The co n tact point
p r e s s u r e should be checked w ith a sp rin g gauge.
T he sc a le should be hooked to the b re a k e r le v e r
and the pu ll e x e rte d at 90 d e g re e s to the b re a k e r
le v e r as shown in fig u re 6„ The read in g should be
Figure 7 —D isengaging Distributor Cap tak en ju s t a s the p o in ts s e p a ra te . The p r e s s u r e
Latches (V8 Engine) (Typical) can be ad ju ste d by bending the b re a k e r le v e r sp rin g .

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 6Y-22

IGNITION SYSTEM

LO C A T O R
(ROUND)
LO C A T O R
(SQ UA RE)

CAM
L U B R IC A T O R
C E N T R IF U G A L
ADVANCE
M E C H A N IS M

CAM
L U B R IC A T O R
R EPLA C EM EN T

C A U T IO N !
N E V E R O IL
C A M L U B R IC A T O R —
R E P L A C E W IC K
W H EN NECESSARY

A D JU S T SQ U A RELY
AND JU S T
T O U C H IN G LO BE

Figure 9 —V iew of Distributor

Figure 8 —Distributor Contact Set Replacem ent
If p r e s s u r e is e x c e s s iv e , it can be d e c re a s e d by
pinching th e s p rin g c a re fu lly . To in c re a s e p r e s ­
s u r e , the le v e r m u st be rem o v ed fro m the d is tr ib ­
u to r so the s p rin g can be bent away fro m the le v e r.
A void ex c e ssiv e s p rin g d isto rtio n .
5. Set point opening to dim ension lis te d in
"S p ecific a tio n s" a t end of th is se c tio n .
6. In s ta ll r o to r , th en p o sitio n and s e c u re d is ­
trib u to r cap to housing.
7. S ta rt engine and check dw ell angle and
ignition tim in g .
CONTACT POINT R EPLA C EM EN T
(V8 ENGINES)
R em oval
1. P la c e a s c r e w d r iv e r in th e s lo t head of each
d is trib u to r cap la tc h , th en p r e s s down and tu rn %
tu rn in e ith e r d ire c tio n to r e le a s e cap (fig. 7).
R em ove cap and p la c e it out of w ork a r e a .
2. R em ove two s c re w s w hich a tta c h the ro to r
to the w eight b a se a sse m b ly , then pu ll the p rim a r y
lea d and c o n d e n se r le a d w ire s fro m the co n tact
p o int q u ic k -d isc o n n e c t te r m in a l (fig. 8).
3. R em ove two s c re w s w hich a tta c h the b a se
of the co n tact s e t to the d is trib u to r housing.
4. L ift th e contact po in t s e t fro m housing, and
clea n housing of o il, sm udge and d irt.
(V8 Engine) (Typical)
5. If d is trib u to r is equipped with a cam lu b r i­
c a to r w ick (fig. 9), u se long nose p lie r s to squeeze
th e asse m b ly to g e th e r a t b a se and lift out. Rem ove
a ll old lu b ric a n t fro m cam s u rfa c e .
In sta lla tio n
NOTE: The contact point s e t is re p la c e d a s a
co m p lete a sse m b ly . The s e rv ic e re p la c e m en t se t
h a s the b r e a k e r le v e r sp rin g and point alignm ent
p re -a d ju s te d .
1. If d is trib u to r w as equipped w ith a cam lub­
r ic a to r , a d ju st w ick to ju st touch lobe of cam .
NOTE: End of cam lu b ric a n t w ick should be
a d ju ste d to ju st touch cam lo b es. O v e r-lu b ric a tio n
of cam re su ltin g in g re a s e on contact p oints can
be cau sed by cam lu b ric a tio n w ick b e a rin g too h a rd
a g a in st cam su rfa c e . A c o rre c tly ad ju sted cam
lu b ric a to r w ick w ill p ro v id e adequate lu b ric a tio n
fo r cam . Do not apply additional g re a s e to cam
s u rfa c e .
2. P la c e new contact s e t assem b ly on d is tr ib ­
u to r housing and a tta c h with two sc re w s (fig. 8).
3. P o sitio n c o n d e n ser lea d and p rim a r y lead
c lip s b a c k -to -b a c k as shown in fig u re 8, then
p r e s s le a d c lip s into quick d isco n n ect te rm in a l.
4. P o sitio n r o to r o v er w eight a sse m b ly and
atta c h w ith two s c re w s and w a sh e rs.
5. P o sitio n d is trib u to r cap o v er ro to r, then
p la c e a s c re w d riv e r in the slo t head of each latch .

CHEVROLET 40-60 TRUCK SERVICE MANUAL


Figure 10 —Setting Point O pening
(In-Line and V6 Engines) (Typical)
P r e s s down and tu rn to lock cap in p o sitio n .
6. S ta rt engine and check point dw ell and ig ­ re c h e c k the point opening.
n itio n tim in g .
SETTING DWELL ANGLE
The point opening of new p o in ts can be checked
w ith a f e e le r gauge, but the u se of a f e e le r gauge
on rough o r u n clean ed u se d p o in ts is not re c o m ­
m ended sin c e a c c u ra te m ech an ical gauging cannot
be done on such p o in ts.
C ontact points m u st be s e t to the p ro p e r open­
ing. P o in ts s e t too c lo se m ay tend to b u rn and p it
ra p id ly . P o in ts w ith e x c e ssiv e se p a ra tio n tend to exceed 3 d e g re e s. E x c e ssiv e v a ria tio n in th is speed
Figure 11—Setting D w ell A n gle (V8 Engine) (Typical)
Sec. 6Y-23
IGNITION SYSTEM
ca u se a w eak s p a rk at high speed. P ro p e r point
se ttin g fo r th e se engines a r e lis te d in "S p ecifica­
tio n s" a t end of th is sectio n .
New p o in ts should be s e t to the la r g e r opening
a s the rubbing block w ill w e ar down slig h tly w hile
se a tin g to the cam . C ontact p o ints should be c le a n ­
ed b e fo re ad ju stin g if they have been in s e rv ic e .
CONTACT POINT OPENING ADJUSTMENT
(IN -LIN E ENGINES)
1. R e le a se d is trib u to r cap hold-down s c re w s ,
rem o v e cap and p lac e it out of w ork a r e a .
2. If n e c e s s a ry , align po in ts by bending the
fixed co n tact su p p o rt. Do not bend the b re a k e r
le v e r. Do not a ttem p t to align u se d points; re p la c e
th e m w here s e rio u s m isalignm ent is o b serv ed .
U se an aligning tool if av a ilab le.
3. T u rn the d is trib u to r sh aft until the b re a k e r
a rm rubbing block is on the high point of the cam
lobe. T h is w ill p ro v id e m axim um point opening.
4. L oosen the contact su p p o rt lock sc re w .
5. U se a s c r e w d riv e r to move point su p p o rt to
obtain a 0.019" opening fo r new po in ts (or 0.016"
opening fo r u se d points) (fig. 10).
6. T ighten the contact su p p o rt lock sc re w and
7. A fte r checking and ad ju stin g th e co n tact
point opening to sp e c ific a tio n s, the cam angle o r
dw ell should be checked w ith a dwell m e te r, if
su ch equipm ent is av a ila b le (see "S p ecificatio n s"
a t end of sec tio n fo r p ro p e r dw ell angle).
NOTE: DISCONNECT AND PLUG VACUUM
LINE WHEN CHECKING. If the cam angle is le s s
than the sp ec ified m inim um , check fo r defective
o r m isalig n ed contact p o in ts o r w orn d is trib u to r
cam lo b e s. The v a ria tio n in cam angle rea d in g s
betw een idle sp eed and 1750 engine rp m should not
ran g e in d ic a te s w e a r in the d is trib u to r.
NOTE: C am angle re ad in g s taken a t speeds
above 1750 engine rp m m ay p ro v e u n re lia b le on
som e cam angle m e te r s .
DWELL ANGLE ADJUSTMENT
(ON VEHICLE)
1. W ith engine running a t idle and o p eratin g
te m p e ra tu re n o rm a liz e d , r a is e window in d is tr ib ­
u to r cap and in s e r t a "hex" type w rench into head
of ad ju stin g sc re w as shown in fig u re 11.
2. C onnect a dwell m e te r to the d istrib u to r;
then tu rn adju stin g tool u n til th e sp ecified dwell
angle is obtained. R e fe r to "S p ecificatio n s" at end
of th is sectio n fo r c o r r e c t dw ell angle.
NOTE: If a dwell m e te r is not av ailab le, tu rn
the ad justing sc re w in (clockw ise) un til the engine
beg in s to m is fire , then back out o n e-h alf tu rn . T his
p ro v id e s the ap p ro x im ate dwell angle re q u ire d .
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 6Y-24

IGNITION SYSTEM

DW ELL ANGLE ADJUSTMENT

(O FF VEHICLE)
1. D is trib u to r T e s t M ethod TO SPARK PORT
a. W ith d is trib u to r m ounted on a d is trib u to r ABOVE CARBURETOR
THROTTLE PLATES
te s tin g m achine, connect dw ell m e te r to d is trib u to r
p rim a r y lead .
b. T u rn a d ju stin g s c re w (fig. 11) to s e t dw ell
angle to 30 d e g re e s.
2. T e s t L ight M ethod
a. W ith d is trib u to r m ounted in a v ise , connect
a te s t lam p to th e p r im a r y lead .
b. R o tate sh a ft u n til one of the c irc u it b r e a k e r
ca m lo b es is u n d e r th e c e n te r of b r e a k e r le v e r
rubbing block.
c. T u rn a d ju stin g sc re w (fig. 11) clockw ise
u n til lam p lig h ts , th en give w ren ch % tu rn in oppo­ TO SPARK PORT
s ite d ire c tio n (cou n terclo ck w ise) to obtain p ro p e r BELOW CARBURETOR
dw ell angle. THROTTLE PLATES

CENTRIFUGAL ADVAN CE
Figure 12—Position of Vacuum Hoses (W ith C.C.S.J (TypicalJ

IN -LIN E ENGINES VACUUM ADVANCE

D is trib u to r is equipped w ith a c e n trifu g al
s p a rk advance m ech an ism lo c a te d u n d e r th e b re a k ­
e r p la te a sse m b ly . T he advance m ech an ism is p a r t
of m ain sh a ft a sse m b ly and c o n sis ts of an au to ­
m atic cam a c tu a te d by two c e n trifu g a l w eights
c o n tro lle d by sp rin g s .
W here sp eed v a ria tio n s a r e encou n tered , s p a rk
advance, b a se d on engine speed, is n e c e s s a ry to
develop m axim um p o w er. A s engine sp eed in c r e a s ­
e s , th e w eights a r e g rad u ally throw n out a g a in st
th e sp rin g s and ro ta te th e cam to p ro v id e th e de­
s ir e d s p a rk advance fo r sp eed a t w hich engine is
running.
The c o r r e c t w eig h ts, cam con to u r, and sp rin g
c a lib ra tio n have been s e le c te d to p ro v id e s p a rk
advance w hich w ill give th e b e s t p e rfo rm a n c e of
engine throughout its e n tire sp eed ra n g e . T he cen ­
trifu g a l advance m ech an ism can be checked fo r
fr e e n e s s of o p eratio n a s p re v io u sly d ire c te d u n d er
' ’Ignition M ain ten an ce." A d is trib u to r te s t e r m ust
b e u se d to check advance actio n u n d e r v a rio u s
sp e e d conditions.
The vacuum advance c o n tro l unit is m ounted
to the b a se of th e d is trib u to r housing. The vacuum
co n tro l unit c o n sists of an enclosed, c a lib ra te d ,
sp rin g -lo a d e d d iaphragm and is linked to the m ov­
ab le b r e a k e r p la te . U nder p a r t th ro ttle op eratio n ,
th e intake m anifold vacuum is sufficient to a ctu ate
the vacuum co n tro l diaphragm and cau se the b re a k ­
e r p la te to m ove, advancing th e s p a rk and in c r e a s ­
ing fuel econom y. D uring a c c e le ra tio n o r when
engine is u n d er heavy load, th e vacuum is not su f­
ficien t to a c tu a te the diap h rag m and the b re a k e r
p la te is held in the re ta rd e d p o s itio n b y a c a lib ra te d
re tu rn sp rin g w hich b e a rs a g a in st the vacuum
d iap h rag m .
On v e h ic le s equipped w ith the co n tro lled com ­
bu stio n sy ste m , a double-acting diap h rag m is u se d
in the d is trib u to r vacuum c o n tro l u n it. The vacuum

V8 ENGINES
On V8 engines, th e d is trib u to r is equipped w ith
a c e n trifu g a l advance m ech an ism m ounted above
th e co n tact s e t a sse m b ly and co v e re d by a m olded
r o to r .
The cen trifu g al advance m ech an ism c o n s ists
of an au to m atic cam a c tu a te d by two c e n trifu g a l
w eights c o n tro lle d by s p rin g s . As sp eed of th e d is ­
tr ib u to r sh a ft in c re a s e s w ith engine sp eed , the
w eigh ts a r e throw n outw ard ag a in st th e p u ll of the
s p rin g s . T h is advances th e cam , cau sin g th e con­
ta c t p o in ts to open e a r lie r , th u s advancing the
s p a rk . Figure 13—A dju stin g Spinner Governor

CHEVROLET 40-60 TRUCK SERVICE MANUAL


r e ta r d sid e of the d iap h rag m is connected to m ani­
fold vacuum thro u g h p o r ts on c a rb u re to r. At idle
sp eed , w ith c a rb u r e to r th ro ttle valv es clo sed , v a c ­
uum on th is d iap h rag m w ill r e ta r d the s p a rk 10
d e g re e s . The op p o site sid e of the d iap h rag m is
connected to a p o rt above the th ro ttle valves (fig.
12). When c a r b u r e to r th ro ttle v a lv e s a re open,
vacuum on th is sid e of the d iap h rag m im m ed ia tely
ad v an ces the s p a rk to th e in itia l se ttin g . When
th ro ttle v alv es a r e open, the d o u b le-acting vacuum
advance un it functions ex actly the sa m e a s the
sin g le d iap h rag m vacuum advance unit.
VACUUM OPERATED GO VERN O R
(WHEN USED)
Since governing sp e e d is a function of both the
d is trib u to r sp in n e r and the c a rb u re to r a c tu a to r,
th e only p o sitiv e m ethod of a c c u ra te ly se ttin g speed
is to a d ju st the s p in n e r on the v eh icle. F o r ex­
tre m e ly a c c u ra te full th ro ttle governing, ro a d t e s t ­
ing is n e c e s s a ry ; how ever, fo r p r a c tic a l p u rp o se s
it can be a s s u m e d fu ll th ro ttle g o verned sp eed w ill
be about 200 rp m below n o -lo ad go v erned speed.
The a d ju stm e n t can be m ade by "re v v in g " up the
engine a g a in st th e g o v ern o r w ith the tra n s m is s io n
in n e u tra l.
The s p in n e r m ech an ism can be a d ju ste d by
holding th e slo tte d end of the valve w ith a sc re w s
d r iv e r (fig. 13) and tu rn in g the ad ju stin g nut on the
o th e r end. In c re a s e th e governing sp eed by tu rn in g
th e ad ju stin g nut clo ck w ise, d e c re a s e the sp eed by
tu rn in g the nut c o u n terclo ck w ise.
The governing s y s te m w ill o p e ra te s a tis fa c ­
to r ily fo r long p e rio d s if:
1. The vacuum p a s s a g e s a r e kept fre e fro m
d ir t.
2. The g o v e rn o r a i r c le a n e r should be cleaned
often enough to p re v e n t r e s tr ic tio n s to the supply
of clean a ir n e c e s s a ry in o p e ra tin g the governing
s y s te m .
3. M aintain tig h t c o v e r bands o r p lugs on the
d is trib u to r " s p in n e r" c o m p a rtm e n t. Since a p a rtia l
vacuum e x ists in th is c h a m b e r, d irt couldbe draw n
th ro u g h a leaking c o v e r band and u p se t the o p e r­
atio n of the sp in n e r v alv e.
If an a p p ro x im a te bench se ttin g of the sp in n e r
is d e s ire d , th e follow ing p ro c e d u re can be followed:
1. W ith " s p in n e r” valve ad ju sted so th a t at
le a s t two th re a d s on th e valve a r e showing behind
the nut, m ount the d is trib u to r in a te s te r .
2. S crew vacuum a d a p te r into lo w er vacuum
opening on the d is trib u to r housing.
3. W ith vacuum h ose pinched o r bent double
to p re v e n t leak ag e th ro u g h the h o se, ad ju st vacuum
so th a t gauge re a d s 5.0 in ch es. R eplace hose, then
re p e a t ad ju stm e n t u n til read in g re tu r n s to 5.0
Sec. 6Y-25
IGNITION SYSTEM
in c h es each tim e the hose is pinched.
4. A ttach vacuum hose to the a d a p te r on the
d is trib u to r and s ta r t the te s te r . In c re a s e speed
un til the vacuum read in g r e a c h e s a m axim um value.
The m axim um value w ill v a ry depending on the
type ’’s p in n e r” p a r ts u se d but w ill probably be
above 3 .8 ” hg.
5. A fter the m axim um read in g has been r e a c h ­
ed, slow ly d e c re a s e d is trib u to r sp eed until vacuum
gauge hand fa lls back to .1" hg. The sp eed a t w hich
the .1" hg. drop o c c u rs w ill be the a p p ro x im ate
n o -lo a d g o verned speed. (R em em ber th at d is tr ib ­
u to r rp m is o n e-h alf engine rp m when m aking th is
adju stm en t.)
DISTRIBUTOR REM OVAL
1. L ocate No. 1 cy lin d e r s p a rk plug w ire on
d is trib u to r cap, m a rk th is positio n on cap and
m a rk d is trib u to r housing a d jac en t to No. 1 w ire in
cap.
2. R e le a se d is trib u to r cap hold-dow n s c re w s ,
then rem o v e cap and p la c e c le a r of w ork a re a .
3. D isconnect d is trib u to r p rim a ry w ire fro m
te rm in a l on ignition coil.
4. In te rm itte n tly o p e ra te s t a r t e r u n til c ra n k ­
sh aft pulley com es to r e s t w ith the c o r r e c t tim ing
m a rk aligned w ith p o in te r o r tim in g tab (fig.
2 o r 4).
NOTE: R e fe r to "Ignition T im ing" in th is s e c ­
tion fo r ignition tim ing point on each engine.
With p o in te r and tim ing m a rk aligned, ro to r
seg m en t should point to w ard m ark m ade on d is ­
trib u to r body in Step 1 p re v io u sly ; in stead , ro to r
seg m en t m ay point 180 d e g re e s away fro m m ark;
in th is c a se , r o ta te engine one com plete revolution
and re -a lig n tim in g m a rk w ith p o in te r.
D is trib u to r can be rem o v ed and re a d ily r e ­
in s ta lle d if engine re m a in s in th is p o sitio n .
5. D isconnect e x te rn a l connections (vacuum
lin e , d riv e c a b le s, e tc .), then rem o v e cap sc re w
and m ounting clam p. L ift d is trib u to r s tra ig h t up
u n til s p ir a l g e a r disengages cam sh aft g e a r. R otor
w ill ro ta te a few d e g re e s clockw ise a s g e a rs d is ­
engage. M ark th is positio n of ro to r on d is trib u to r
housing, a lso note p o sitio n of vacuum advance
m e ch a n ism re la tiv e to engine. L ift d is trib u to r
s tra ig h t up to com plete rem o v a l. Rem ove d is tr ib ­
u to r flange to cy lin d er block g asket.
NOTE: Always s e t d is trib u to r in u p rig h t p o s i­
tion so oil fro m d is trib u to r sh aft w ill not run out
onto b r e a k e r p la te and p o in ts.
DISTRIBUTOR INSTALLATION
IF ENGINE HAS NOT BEEN CRANKED
(IN-LINE ENGINE MODELS)
1. T urn the r o to r app ro x im ately 1/8 tu rn in a
clockw ise d ire c tio n p a s t the m a rk p rev io u sly p laced
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 6Y-26

IGNITION SYSTEM

on th e d is trib u to r housing to lo c a te the ro to r. plug hole, c ran k engine u n til c o m p re ssio n is felt in
2. P la c e new d is trib u to r to c y lin d e r block No. 1 c y lin d e r. Continue cran k in g u n til tim ing m ark
g ask e t on block and lu b ric a te d is trib u to r d riv e on c ra n k c h a st pulley is aligned w ith m a rk on tim ing
g e a r w ith engine o il. ta b .
3. P u sh the d is trib u to r down into p o sitio n in
NOTE: R efer to "Ignition T im ing" e a r lie r fo r
the c y lin d e r block w ith the d is trib u to r housing in
c o r r e c t tim ing on each engine.
a n o rm a l "in s ta lle d " p o sitio n .
b. R em ove ro c k e r a r m co v er and cra n k engine
NOTE: It may be n e c e s s a ry to move ro to r
u n til No. 1 intake valve c lo se s. Continue to c ran k
slig h tly to s t a r t g e a r into m esh w ith cam sh aft g e a r,
slow ly about 1/3 tu rn un til tim ing m a rk on pulley
but ro to r should lin e up w ith th e m a rk on d is tr ib ­
is alig n ed w ith m a rk on tim ing tab .
u to r housing when d is trib u to r is in p la c e .
2. P la c e a new g asket on c y lin d e r block, then
4. In sta ll d is trib u to r hold-dow n clam p and cap p o sitio n d is trib u to r to opening in cy lin d er block in
sc re w . T ighten the clam p b o lt firm ly , then connect n o rm a l in sta lle d a ttitu d e, noting p o sitio n of vacuum
vacuum lin e . C onnect p r im a r y w ire to coil t e r m ­ c o n tro l unit.
in al and in s ta ll cap. In sta ll s p a rk plug w ire s in 3. P o sitio n ro to r to point to w ard fro n t of en­
cap in c o r r e c t firin g seq u en ce — 1 -5 -3 -6 -2 -4 - - gine (with d is trib u to r held in in sta lle d attitu d e),
s ta r tin g w ith No. 1 w ire in so ck et ad jacen t to No. 1 th en tu rn ro to r cou n terclo ck w ise approxim ately
firin g p o sitio n m a rk on d is trib u to r housing, then 1 /8 tu rn and pu sh d is trib u to r down to engine ca m ­
p ro c ee d in g clockw ise aro u n d th e cap. sh a ft. It m ay be n e c e s s a ry to ro ta te r o to r slightly
5. C heck and ad ju st ign itio n tim ing a s p r e v i­ u n til engagem ent is fe lt.
ously d ire c te d u n d er "Ignition T im in g ." 4. W hile p re s s in g down on d is trib u to r, engage
s t a r t e r s e v e ra l tim e s to m ake s u re oil pum p shaft
IF ENGINE HAS NOT BEEN CRANKED is engaged. In sta ll d is trib u to r hold-dow n clam p
(V8 ENGINE MODELS) and b o lt and snug up bolt.
1. If d is trib u to r is new, No. 1 firin g p o sitio n 5. T u rn d is trib u to r body slig h tly until points
can be d e te rm in e d by the m a rk m ade on th e old ju s t begin to open and tighten clam p bolt.
d is trib u to r housing p r io r to rem o v a l. A lso lo c a te 6. P la c e d is trib u to r cap in positio n and check
m a rk m ade on housing a f te r g e a rs w e re d isengaged. to se e th at ro to r lin e s up w ith te rm in a l fo r No. 1
2. P la c e new d is trib u to r to c y lin d e r block s p a r k plug.
g ask et on c y lin d e r block and lu b ric a te d is trib u to r 7. In s ta ll d is trib u to r cap. In sta ll s p a rk plug
d riv e g e a r w ith engine o il. w ire s in cap in c o r r e c t firin g sequence — 1 -5 -3 -
3. T u rn ro to r so seg m en t p o in ts to th e m a rk 6 -2 -4 — s ta rtin g with No. 1 w ire in so ck et ad jacen t
m ade a f te r disengaging g e a r s . A s d is trib u to r is to No. 1 firin g p o sitio n m a rk on d is trib u to r housing,
in s e r te d into p la c e , s p ir a l g e a r w ill c a u se ro to r then p ro c ee d in g clockw ise around the cap. In sta ll
to tu rn c o u n terclo ck w ise. It may be n e c e s s a ry to H i-te n sio n w ire fro m ignition coil in c e n te r so ck et
in s e r t th e a sse m b ly s e v e r a l tim e s to find th e c o r ­ in d is trib u to r cap. Connect d is trib u to r p rim a ry
re c t p o sitio n to b rin g r o to r seg m en t to No. 1 firin g w ire to negative (-) te rm in a l on ignition coil.
p o sitio n . 8. C onnect vacuum lin e to vacuum advance unit
4. In sta ll d is trib u to r hold-dow n clam p and cap on d is trib u to r.
sc re w . T ighten th e clam p bolt firm ly , then in s ta ll 9. S ta rt engine and ad ju st tim ing a s explained
d is trib u to r cap. In s ta ll s p a rk plug w ire s in cap in u n d er "Ignition T im ing" p re v io u sly .
c o r r e c t firin g sequence - - 1 -8 -4 -3 - 6 - 5 - 7 - 2 - -
on V8 en g in es - - beginning w ith No. 1 w ire in IF ENGINE HAS BEEN CRANKED
so ck e t a d jacen t to No. 1 firin g p o sitio n m a rk on (V8 ENGINE MODELS)
d is trib u to r housing, th en p ro ceed in g clockw ise 1. R em ove le ft-h a n d valve ro c k e r a r m co ver.
around th e cap. In s ta ll se c o n d a ry w ire fro m ig n i­ T u rn engine o v e r by in te rm itte n tly o p e ra tin g s t a r t ­
tio n co il in c e n te r so ck et in d is trib u to r cap. e r and o b se rv e m ovem ent of the No. 1 intake valve
C onnect d is trib u to r p rim a r y w ire to negative (-) (second valve fro m fro n t). When intake valve s ta r ts
te rm in a l on ignition coil. C onnect vacuum line(s). to c lo se (move upw ard), continue to tu rn engine
slow ly until p o in te r on tim in g g e a r co v er is at
5. C heck ig nition tim in g a s e x p la in e d p re v io u s-
ly u n d e r "Ignition T im in g ." p ro p e r tim ing m a rk on c ran k sh aft pulley o r d am p er
(fig. 4). Engine is then in No. 1 firin g position.
2. In sta ll d is trib u to r a s d e sc rib e d p rev io u sly .
IF ENGINE HAS BEEN CRANKED It may be n e c e s s a ry to tu rn the oil pump d rive
(IN-LIN E ENGINES) sh aft to p e rm it engagem ent of d riv e shaft w ith d is ­
1. L o cate No. 1 p isto n in firin g p o sitio n by trib u to r d riv e g e a r.
e ith e r of two m ethods d e s c rib e d below: 3. In sta ll d is trib u to r hold-dow n clam p and
a . R em ove No. 1 s p a r k plug and w ith fin g e r on cap sc re w .

CHEVROLET 40-60 TRUCK SERVICE MANUAL


4. In sta ll d is trib u to r cap. In sta ll sp a rk plug
w ire s in cap in c o r r e c t firin g sequence 1 -8 -4 -3 -
6 -5 -7 -2 on V8 engines — s ta r tin g w ith No. 1 w ire
in so c k e t ad jacen t to No. 1 firin g p o sitio n m a rk on
d is trib u to r housing, then p ro c e e d in g clockw ise
aro u n d the cap. In s ta ll se c o n d a ry w ire fro m ig n i­
tio n coil in c e n te r so c k e t in d is tr ib u to r cap. Con­
n ect d is trib u to r p r im a r y w ire to negative (-)
te rm in a l on ign itio n coil.
5. Check and ad ju st ig nition tim in g a s p re v i­
ously d ire c te d u n d e r “ Ignition T im in g .”
DISTRIBUTOR CONDENSER
C o n d en ser, m ounted on b r e a k e r p la te and con­
n ected a c r o s s the p o in ts, re d u c e s poin t a r c by its
a b ility to s to r e up e le c tr ic a l en erg y .
REMOVAL AND INSTALLATION
1. R e le a se d is tr ib u to r cap hold-dow n sc re w s ,
re m o v e cap, and p la c e it out of th e w ork a r e a .
2. R em ove r o to r .
3. D isco n n ect co n d e n se r le a d w ire fro m con­
ta c t point q u ic k -d isc o n n e c t te rm in a l.
4. R em ove c o n d e n se r attach in g sc re w , lift
c o n d e n se r fro m b r e a k e r p la te , and wipe b r e a k e r
p la te clean .
5. In sta ll new c o n d e n se r, u sing r e v e r s e of
p ro c e d u re o u tlined above.
TEST
F o u r fa c to rs affe c t co n d en ser o p eratio n , and
each m u st be c o n sid e re d in m aking te s ts :
B reakdow n. B reakdow n is a fa ilu re of in s u la t­
ing m a te ria l, cau sin g d ire c t s h o rt betw een m e tallic
e le m e n ts of c o n d e n se r. T h is condition p re v e n ts
any co n d en ser actio n .
Low In su latio n R e s is ta n c e . T h is condition
p e r m its leak ag e w hich p re v e n ts c o n d en ser fro m
holding its c h a rg e . A co n d en ser w ith low insu latio n
r e s is ta n c e is s a id to be w eak.
High S e rie s R e s is ta n c e . T h is is e x c e ssiv e r e ­
s is ta n c e in c o n d e n se r c irc u it due to bro k en s tra n d s
in co n d en ser le a d o r to defective co nnections. T his
w ill c au se b u rn ed co n tact p o in ts and ignition fa il­
u r e upon in itia l s t a r t and at high sp e e d s.
C a p a c ity . C apacity is b u ilt into a c o n d en ser
and is d e te rm in e d by th e a r e a of the m e ta llic e le ­
m e n ts, and th e in su latin g and im p reg n atin g m a te r­
ia ls . A co n d en ser of in c o r r e c t capacity w ill re s u lt
in point p ittin g .
Sec. 6Y-27
IGNITION SYSTEM
IGNITION COIL
On In -lin e engine m odels, the ignition coil is
m ounted on sid e of cy lin d e r block and on V8
engine m o dels, the coil is m ounted on top of block
n e a r fro n t of d is trib u to r. Ignition coil p rim a ry
te rm in a ls a r e m ark e d p o sitiv e (+) and negative (-).
W ire fro m d is trib u to r p rim a r y w ire (black)
m u st be connected to negative (-) te rm in a l of coil.
T he light g ree n feed w ire fro m s t a r t e r solenoid
and the sp e c ia l re s is ta n c e w ire m ust be connected
to p o sitiv e (+) te rm in a l of coil.
IGNITION COIL TEST
If th e re is any doubt a s to the condition of the
co il, it should be te s te d with a conventional coil
t e s te r , follow ing in s tru c tio n s fu rn ish e d by the
m a n u fa c tu rer of the te stin g equipm ent. D efects
in d icated by th e te s t a re :
1. W eak coil.
2. Open p rim a ry c irc u it.
3. Open sec o n d a ry c irc u it.
4. High voltage breakdow n in se co n d a ry c ir c u it.
5. S horted tu rn s in p rim a ry o r sec o n d ary .
6. High r e s is ta n c e in p rim a ry connections.
If any of the above conditions a r e evident, coil
m u st be re p la c e d .
B e fo re using a coil te s t in stru m e n t, connect
te s t p o in ts of a 110-volt te s t lam p to both p rim a ry
te rm in a ls of co il. If te s t lam p does not lig h t, the
p rim a ry c irc u it is open.
Apply one te s t point of the te s t lam p to the
high ten sio n te rm in a l and the o th e r te s t point to
one of th e p r im a ry te r m in a ls . If seco n d ary c irc u it
is not open, the lam p w ill not light but tiny s p a rk s
w ill a p p e a r a t te s t p o in ts when they a r e rubbed
o v e r te rm in a ls . If se co n d a ry c irc u it is open, no
s p a rk s w ill o c c u r.
Apply one te s t point of te s t lam p to coil c a se
and touch the o th e r point to the p rim a ry and high
te n sio n te rm in a ls . If the lam p lig h ts, o r if tiny
s p a rk s a p p e a r a t point of contact, the coil w indings
a r e grounded.
A coil w ith open o r grounded w indings m ust
be re p la c e d . It is u n n e c e ssa ry to te s t such a coil
w ith a coil te s t in stru m e n t.
If coil w indings a r e not open o r grounded, a
te s t fo r s h o rt c ir c u its and o th e r in te rn a l d efects
should be m ade u sin g a re lia b le coil te s t in s tr u ­
m ent, follow ing in stru c tio n s fu rn ish e d w ith in s tr u ­
m ent. The in stru m e n t m ust be freq u en tly checked
to m ake c e rta in th a t it is a c c u ra te ly c a lib ra te d .
NOTE. When using a coil te s t in stru m e n t, coil
m u st be a t n o rm a l o p e ra tin g te m p e ra tu re sin c e
in te rn a l defects often fail to show up on a cold coil
te s t.
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 6Y-28
IGNITION SYSTEM
SPARK PLUGS
GENERAL INFORMATION
R e s is to r-ty p e s p a rk p lugs and r e s is to r - ty p e
ta p e re d s e a t plugs w ith e x tra long re a c h a r e u se d
in engines co v e re d by th is m anual. R e fe r to "S p eci­
fic a tio n s" a t end of th is se c tio n fo r p ro p e r s p a rk
plug app licatio n .
S park p lugs a r e p ro te c te d by an in su latin g
nipple m ade of s p e c ia l h e a t- r e s is ta n t m a te ria l
w hich c o v e rs the s p a rk plug te rm in a l and extends
dow nw ard o v e r a p o rtio n of the plug in s u la to r.
T h ese nip p les p re v e n t fla s h -o v e r w ith re s u lta n t
m issin g of th e engine, even though a film is allow ­
ed to acc u m u la te on exposed p o rtio n of plug p o r ­
c e la in s.
A ll AC s p a rk p lu g s have a type nu m b er on the
in su la to r w hich d e sig n a te s th re a d siz e a s w ell a s
re la tiv e p o sitio n of th e plug in the H eat R ange.
Type n u m b e rs s ta rtin g w ith 4 a r e 14 MM th re a d
s iz e .
The la s t d igit of the type nu m b er in d ic a te s the
H eat R ange p o sitio n of th e plug in th e AC H eat
R ange S y stem . T h ese n u m b e rs a r e re a d the sa m e
a s a th e rm o m e te r - th e h ig h er the la s t digit, the
h o tte r th e plug w ill o p e ra te in the engine; th e lo w er
th e la s t digit, the c o o le r th e plug w ill o p e ra te .
S park plug life is go v ern ed to a la rg e extent
by o p era tin g conditions, and plug life v a r ie s a c ­
cording ly . To e n su re p eak p e rfo rm a n c e , s p a rk
plu g s should be checked, cleaned, and reg ap p ed
ev ery 6,000 m ile s .
W orn and d irty p lu g s m ay give s a tis fa c to ry
o p e ratio n a t idling sp eed , but u n d er o p e ra tin g con­
d itions they freq u en tly fa il. F aulty p lu g s a r e ev i­
dent in a n um ber of w ays such a s w astin g gas,
pow er lo s s , lo s s of sp eed , h a rd s ta rtin g , and gen­
e r a l p o o r engine p e rfo rm a n c e .
S p ark plug fa ilu re , in addition to n o rm a l w e a r,
m ay be due to d irty o r lea d e d plugs, e x c e ssiv e
gap, o r bro k en in s u la to r.
D irty o r lead ed p lu g s m ay be evident by b lack
carb o n d e p o sits, o r re d , brow n, yellow , o r b l i s t e r ­
ed oxide d ep o sits on th e p lu g s. The b la c k d ep o sits
a r e u su a lly the r e s u lt of slow speed d riv in g and
s h o rt ru n s w here su fficien t engine o p e ra tin g te m -
e r a tu r e is seld o m re a c h e d . W orn p isto n rin g s ,
fau lty ignition, o v e r - r ic h fu el m ix tu re and s p a rk
p lu g s w hich a r e too "co ld " w ill also re s u lt in c a r ­
bon d e p o sits. Red, brow n, o r yellow oxide d e p o sits,
a consequence of th e com bustion of lead ed fuel,
u su a lly re s u lt in s p a rk plug fa ilu re u n d er s e v e re
o p e ra tin g conditions.
The oxides have no a d v e rs e affect on plug
o p e ra tio n a s long a s they re m a in in a pow dery
s ta te . B ut, u n d e r high sp e e d o r h a rd p u ll, the pow ­
d e r oxide d ep o sits m elt and fo rm a heavy g laze
coating on the in su la to r w hich, when hot, a c ts a s
a good e le c tric a l conductor, allow ing c u rre n t to
follow the d ep o sits and sh o rt out the plug.
E x c e ssiv e gap w ear on plugs of low m ileage
u su ally in d ic a te s the engine is o p era tin g at speed s
o r loads th at a r e co n siste n tly g r e a te r than n o rm al
o r th a t a plug which is too "hot" is being u sed . In
addition, e le c tro d e w e ar m ay be the re s u lt of plug
ov erh e atin g , caused by com bustion g a se s leaking
p a s t the th re a d s and g a sk e ts, due to in sufficient
c o m p re ssio n of the sp a rk plug g ask et (V6 engine
only), d irt u n d er g asket, o r u se of old g a sk e ts. Too
lean a fuel m ix tu re w ill a lso re s u lt in e x cessiv e
e le c tro d e w e a r.
S park plug life w ill a lso be affected by in c o r­
r e c t tim ing of the engine w hich r e s u lts in e x c e s s ­
ively high o p eratin g te m p e ra tu re .
B roken in su la to rs a r e u su ally the re s u lt of
im p ro p e r in sta lla tio n o r c a r e le s s n e s s . B roken up­
p e r in su la to rs u su a lly re s u lt fro m a p o o r fitting
w ren ch o r an outside blow. The c ra c k e d in su la to r
m ay not m ake its e lf evident im m ed iately , but w ill
a s soon a s oil o r m o istu re p e n e tra te s the f ra c tu re .
The f r a c tu re is u su ally ju st below the crim p ed
p a r t of the sh e ll and may not be v isib le.
B roken low er in su la to rs usu ally re s u lt fro m
c a r e le s s n e s s when regapping and g e n erally a re
v isib le . T his type of a b re a k may re s u lt fro m the
plug o p e ra tin g too "H ot" such a s encountered in
su sta in e d p e rio d s of high speed o p era tio n o r u nder
ex tre m e ly heavy lo ad s, e sp e cially if not in sta lle d
c o r re c tly . When regapping a s p a rk plug, to avoid
lo w er in su la to r b re ak a g e, alw ays m ake the gap
a d ju stm e n t by bending the ground (side) e le c tro d e .
S p ark plugs w ith broken in s u la to rs should alw ays
be re p la c e d .
S park plugs, to give good p e rfo rm a n c e in a
p a r tic u la r engine, m ust o p e ra te w ithin a c e rta in
te m p e ra tu re ran g e (n eith er too hot n o r too cool).
If the s p a rk plug re m a in s too "c o o l," o il, soot,
ca rb o n , and le ad com ponents w ill d ep o sit on the
in su la to r, causing FOULING and MISSING. If the
plug ru n s too "h o t," the d ep o sits accu m u lated on
the in su la to r su rfa c e during continuous slow o r
sto p -a n d -g o driving may becom e b lis te re d , e le c ­
tro d e s w ill w e a r ra p id ly , and u n d er ex tre m e con­
d itio n s, p re m a tu re ignition (preignition) of the fuel
m ix tu re r e s u lt. EITHER CONDITION WILL SER­
IOUSLY A F F E C T THE PERFORMANCE O F THE
ENGINE.
R e fe r to "S pecificatio n s" at endof th is sectio n ,
a s the u se of s p a rk plugs in the p ro p e r H eat Range
is of v ita l im p o rtan c e to good engine p e rfo rm a n c e .
F req u en tly , the w rong type of s p a rk plug, one with
an im p ro p e r H eat Range fo r the engine, m ay have
CHEVROLET 40-60 TRUCK SERVICE MANUAL

been in sta lle d when re p la c in g s p a rk p lugs o rig in ­
a lly fitte d by th e engine m a n u fa c tu re r and such
m isa p p lic a tio n m ay le a d to p o o r p e rfo rm a n c e .
ABNORMAL OPERATION
W here ab n o rm al o p e ra tin g condition c a u se s
c h ro n ic carb o n o r oil fouling of th e p lu g s, the u se
of a type w ith one o r two n u m b ers h ig h e r (a '’hot­
t e r " type) than reco m m en d ed in "S p ec ific atio n s,"
w ill g e n e ra lly rem ed y th e tro u b le ; and by the s a m e
fo rm u la , w h ere ch ro n ic p reig n itio n o r ra p id e le c ­
tro d e w e a r is ejqperienced, a type w ith one o r two
n u m b e rs lo w er (a " c o o le r" type) w ill g e n e ra lly be
found sa tis fa c to ry .
SPARK PLUG REMOVAL
IMPORTANT: B e fo re rem o v in g any s p a rk p lu g ,
blow a ll d irt and any fo re ig n m a tte r out of plug
so c k e ts in c y lin d e r head.
1. P u ll w ire s off s p a rk plug te rm in a ls , using
caution to avoid dam aging w ire te r m in a ls . Rem ove
w ir e s by firm ly g ra sp in g la rg e end of boot.
2. U sing a su ita b le s p a rk plug w ren ch so ck et,
re m o v e the s p a rk p lu g s (fig. 14).
NOTE: O rd in a ry w ren ch es m ay dam age p o r ­
c e la in on p lu g s. If g a sk e ts do not re m a in on plugs
(V6 engines only), rem o v e fro m c y lin d er head.
INSPECTION AND CLEANING
In sp e c t p lugs fo r c ra c k e d p o rc e la in and b u rn ­
ed p o in ts, and ch eck point gap. A lso check fo r
lo o se te r m in a ls . R ep lace p lu g s w hich have e x c e s s ­
iv ely b u rn ed e le c tro d e s o r c ra c k e d p o rc e la in .
P lu g s should be c lean ed w ith an a b ra s iv e type
c le a n e r. If p o rc e la in is badly glazed o r b lis te re d ,
th e s p a r k p lugs should be re p la c e d . A ll sp a rk p lu g s
m u st be of the sa m e m ake and nu m b er of heat
PUSH ROD PUSH ROD
HOLE HOLE
RUBBER
INSET
T-4427
Figure 14—Wrench Socket Installed on Plug (Typical)
Sec. 6Y-29
IGNITION SYSTEM
ra n g e . U se a w ire f e e le r gauge when checking
s p a r k plug gap.
POINT GAP ADJUSTMENT
Setting s p a rk plug gap is a p re c is io n o p eratio n
and should be tr e a te d a s su ch . R e fe r to "S pecifi­
c a tio n s," at end of th is se c tio n fo r p ro p e r gap
d im e n sio n s. A ll plugs m u st be s e t to th e sa m e
dim ension, usin g a sta n d a rd round fe e le r gauge.
CAUTION: Before adjusting gap, file
center electrode flat. In adjusting the
spark plug gap, never bend the center
electrode which extends through the por­
celain center as this may break the lower
insulator. Always make adjustment by
bending the ground or side electrode.
SPARK PLUG INSTALLATION
NOTE: Im p ro p e r in sta lla tio n is one of the
g re a te s t sin g le c a u se s of u n sa tisfa c to ry sp a rk p lu g
p e rfo rm a n c e , and is th e r e s u lt of one o r m o re of
th e follow ing p ra c tic e s :
1. In sta lla tio n of plugs w ith insu fficien t to rq u e
to fully s e a t the gask et.
2. In sta lla tio n of the plugs usin g ex c e ssiv e
to rq u e w hich changes the gap settin g .
3. In sta lla tio n of plugs on d irty g ask et s e a t.
4. In sta lla tio n of plugs to c o rro d e d s p a rk plug
hole th re a d s .
F a ilu re to in s ta ll plugs p ro p e rly w ill c au se
th em to o p e ra te a t e x c e ssiv e ly high te m p e ra tu re s
and r e s u lt in red u c ed o p e ratin g life u n d e r m ild
o p e ra tio n o r co m p lete d e stru c tio n u n d e r s e v e re
o p e ra tio n w h ere th e in te n se heat cannot be d is s i­
p a te d ra p id ly enough.
Be c e rta in th a t the old g a sk e t is rem o v ed b e ­
fo re in sta lla tio n of plug and th at the g ask et s e a t is
clean and sm ooth.
A lso, check to be s u re th at s p a rk plug th re a d s
and c y lin d e r head th re a d s a r e not d irty o r dam aged.
D irty o r dam aged th re a d s ca u se a faulty to rq u e
rea d in g , re su ltin g in in c o rr e c t in sta lla tio n and
consequent p o o r s p a rk p lu g life and faulty o p e ra tio n .
On engines equipped with ta p e re d s e a t p lu g s,
in s ta ll s p a rk plu g s in the engine and tighten fin g er
tight. U sing a su ita b le sp a rk plug w ren ch so cket
and a to rque w rench, tighten plugs to 15 foot­
pounds to rq u e.
CAUTION: If ta p e re d s e a t plugs a re o v e r-
tightened, they w ill be v e ry d ifficult to rem ove.
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 6Y-30
IGNITION SYSTEM
S park p lugs w hich a r e not tig h ten ed c o rre c tly
w ill r e s u lt in too high an o p eratin g te m p e ra tu re
if too lo o se , o r d isto rtio n of the s p a rk plug body
and change in gap se ttin g , o r dam age to the g ask et
if too tig h t.
HIGH AND LOW TENSION WIRES
High ten sio n w ire s include th e w ire s conn ect­
ing th e d is trib u to r cap to th e s p a rk p lu g s, and the
OVERSPEED WARNING SYSTEM
The p u rp o se of th e o v e rsp e e d w arning sy ste m
u se d on so m e v e h ic le s to w a rn the d riv e r of ex­
c e s s iv e engine sp e e d in an o v e rru n condition (such
a s d urin g dow n-hill o p e ra tio n when the w h eels m ay
begin to d riv e the engine) and th u s enable s te p s to
be taken to c o r r e c t the condition.
The s y s te m (fig. 15) c o n s is ts of an a m b e r
jew eled w arn in g lam p m ounted in the cab, a
vacuum se n sin g sw itch in the sp in n e r g o v ern o r
vacuum lin e, and a w arning lam p b u rn -o u t check­
ing c irc u it. T h ese com ponents o p e ra te in con­
junction w ith th e “ 2GC Engine G o v ern o r” .
In o p e ra tio n , when th e engine re a c h e s its gov­
e rn e d sp eed (4,000 rp m w ith sta n d a rd tra n s m is s io n
o r w ith A lliso n A utom atic T ra n s m is s io n - m axim um
u n d e r fu ll load conditions), the cen trifu g ally o p e r­
IG N IT IO N
SW IT C H
LAM P
Figure 15—Engine O verspeed W arning System
w ire connecting the c e n te r e le c tro d e of the d is ­
trib u to r cap to th e c e n te r te rm in a l of the ignition
co il. Low te n sio n w ire s a r e the sm a ll w ire s con­
n ected to the p rim a ry te rm in a ls on the coil, and
to th e p rim a ry te rm in a l at the d is trib u to r.
High te n sio n w ire s have a b u ilt-in re s is ta n c e
of ap p ro x im ately 4,000 ohm s p e r foot except coil
w ire w hich is 8,000 ohm s p e r foot.
At re g u la r in te rv a ls w ire s should be in sp ected
fo r dam age. If in su latio n is c ra c k e d o r sw ollen,
w ire s should be re p lac ed .
ate d sp in n e r valve w ill clo se , thus applying a v a c ­
uum on th e c a rb u re to r a c tu a to r diaphragm w hich
in tu rn a c ts to c lo se the th ro ttle v alv es. The o v e r­
sp eed w arning sy ste m vacuum sw itch, being in the
sp in n e r g o v ern o r vacuum lin e , a lso s e n s e s the v ac ­
uum applied when governed sp eed is re a c h e d and
a c ts to c lo se the c irc u it to th e b a tte ry thus lighting
the a m b e r w arning lam p.
When ignition sw itch is p laced in "START"
p o sitio n , c u rre n t fro m the b a tte ry is supplied
through the a m b e r jew eled w arning lam p to ground
th ro u g h the ignition sw itch causing th e lam p to
lig h t. W here the ignition key is re le a s e d fro m
"START” p o sitio n , the ignition sw itch ground c i r ­
cu it is b roken and the lam p w ill go out and re m a in
out u n til such tim e a s the engine re a c h e s its p r e ­
d e te rm in e d governed speed.
BUTTERFLY V A LV E
CARBURETOR ACTUATO R
BATTERY
T-8028
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 IGNITION SYSTEM SPECIFICATIONS
ENGINE 250 292 366 427 350 350
DISTRIBUTOR
M a k e ....................................................................................... D e lc o -R e m y D e lc o -R e m y D e lc o -R e m y D elc o -R em y D e lc o -R e m y D e lc o -R e m y
M o d e l N o ................................................................................................... 1110489 1110491 1111365 1111365 1111364 1112048
R o tatio n (V ie w e d a t R o to r)....................................................................... C lo c k w is e C lo c k w is e C lo c k w is e C lock w ise C lo ck w ise C lo c k w is e
P o in t O p e n in g
N e w .......................................................................... 0 .0 1 9 0 .0 1 9 — — _ _
U s e d ......................................................................................... 0 .0 1 6 0 .0 1 6 _ _ _ _
C am A n g le (D e g r e e s ).............................................................................. 3 1 -3 4 ( 1 ) 3 1 -3 4 ( 1 ) 2 8 -3 2 ( 2 ) 2 8 - 3 2 .( 2 ) 2 8 -3 2 (2 ) 2 8 -3 2 ( 2 )
C e n trifu g a l A d v a n c e
S ta rt
D is trib u to r D e g re e s ........................................................................ 0 -3 0 -3 1 .3 -3 .3 1 .3 -3 .3 0 .9 -2 .9 0 .9 -2 .9
R P M ........................................................... 500 500 600 600 600 600
In te r m e d ia te
D is trib u to r D e g re e s .................................................... 2 .2 -5 .2 2 .2 -5 .2 _ _ _ _
R P M ................................................................... 580 5 80 _ _ _ _
In te r m e d ia te
D is trib u to r D e g re e s ............................................................................. 9 .5 -1 1 .5 4 .2 -6 .2 1 3 .5 -1 5 .5 1 3 .5 -1 5 .5 6 -8 6 -8
R P M ......................................... 975 640 1400 1400 1000 1000
In te r m e d ia te
D is trib u to r D e g re e s ........................................................................... — 1 0 .5 -1 2 .5 _ _ _ _
R P M .............................................................................. — 1000 _ _ _ _
M a x im u m A d v a n c e
D is trib u to r D e g re e s .............................................................. 1 5 -1 7 1 5 -1 7 1 6 -1 8 16-1 8 1 3-1 5 1 3 -1 5
R P M ................................................................................ 2100 2100 2200 2200 2 050 2050
F irin g O r d e r ....................................................................................................... 1 - 5 -3 -6 -2 -4 1 -5 -3 - 6 - 2 - 4 1 -8 - 4 - 3 - 6 - 5 - 7 - 2 1 -8 -4 -3 -6 -5 -7 -2 1 -8 -4 -3 -6 -5 -7 -2 1 -8 -4 -3 -6 -5 -7 -2
(1 ) W ith v a c u u m a d v a n c e lin e d isc o n n e c te d a n d p lu g g ed .
(2 ) S a tis fa c to ry ran g e . W h e n a d ju s tin g , s e t to 30 d e g re e s (G iv e s .0 1 6 " p o in t o p e n in g ).

IG N IT IO N T IM IN G
W ith C C S -M
M a n u a l T ra n s m is s io n
Id le R P M ................................................................... 550 550 5 00 500 500 500
Ig n itio n T im in g (1) ........................................................................... 4 ° B TC 4 ° B TC 8° BTC 8° BTC 4 ° BTC 4° B TC
A u to m a tic T ra n s m is s io n
Id le R P M ............................................................................... 500 5 00 500 500 500 500
Ig n itio n T im in g ( 1 ) .............................................................................. 4 ° B TC 4 ° B TC 8 ° BTC 8 ° BTC 4 ° B TC 4° BTC
(1 ) W ith v a c u u m a d v a n c e lin e d is c o n n e c te d a n d p lu g g e d .
BTC— Before Top Center BTDC— Before Top Dead Center
E N G IN E 250 292 366 427 350 350
D I S T R I B U T O R VACUUM C O N TR O L
M O D E L NO.............................................. 1116217 1116217 _ _ _ 1116201
_ _ _
CHEVROLET

In c h e s o f M e rc u ry to S ta rt A d v a n c e .................................................. 6 -8 6 -8 7 -9
In c h e s o f M e rc u ry fo r M a x im u m A d v a n c e ..................................... 1 5 .5 -1 7 1 5 .5 -1 7 _ _ _ 1 5 -1 5 .7 5
M a x im u m A d v a n c e (D is tr ib u to r D e g r e e s ) * .................................... _ _ _

IGNITION
11 .5 11 .5 8
*P lu s o r m in u s on e d e g re e .
40-60

IG N IT IO N COIL
M o d e l N o .................................................................. 1115208 1115208 1115293 1115 293 1115 293 1115293
TRUCK

S P A R K PLU GS
M a k e ............................................................................................................. AC AC AC AC AC AC
SERVICE

T y p e ........................................................................................................................ R -4 6 T S R -4 4 T R -4 3 T R -4 4 T R -4 4 T R -4 4 T
S iz e ........................................................................... 14M M 14M M 14M M

SYSTEM
14M M 14M M 14M M
H e x . S iz e ...................................................... 5/s " 5/s " Vs" Vs" 5/s " 5/s "
MANUAL

P o in t G a p ......................................................................... .0 3 5 .0 3 5 .0 3 0 .035 .0 3 5 .0 3 5
T o rq u e (F t. L b s .) ........................................................................... 15 15 15 15 15 15
Sec. 6Y-32

A tte s m a t in a G u W ie ttt Q e m 'v a iU u f. S tf& te m

(NON-INTEGRAL TYPE)

A n o n -in te g ra l (g e n e ra to r and s e p a ra te re g u la to r) o r an in te g ra l (g e n e ra to r
w ith so lid s ta te re g u la to r b u ilt in) type g e n eratin g sy ste m is u se d on v eh icles
c o v e re d by th is m anual.

NOTE: R e fe r to "M odel A pplication C h a rt" below and "S p ecificatio n s" a t end
of th is se c tio n . T his s e c tio n is divided into su b -se c tio n s lis te d in th e Index below:

Subject P ag e No.
M odel A pplication C h a rt .................................................................................................6Y -32
G en eratin g S y stem G e n e ra l D e s c r i p t i o n ................................................................... 6Y -33
O n-V ehicle M aintenance, T e s ts , and A d ju s tm e n ts .................................................6Y -35
T w o-U nit Type R eg u lato r (Model 1119507 o r 1119515) ...................................... 6Y -45
F u ll-T ra n s is to riz e d Type R eg u lato r (Model 1 1 1 6 3 7 8 ) ......................................... 6Y -46
F u ll- T r a n s is to r iz e d Type R e g u la to r (Model 9000590) ...................................... 6Y -48
T ro u b le A n a ly sis C h a rt ................................................................................................. 6Y -49
C harging S y stem T ro u b le A n a ly sis C h a r t ........................................................ ... . 6Y -53
N o n -In te g ra l Type A lte rn a tin g C u rre n t G enerating S y stem S p ecifications . 6Y -56

NOTE: The in te g ra l-ty p e a lte rn a tin g c u rre n t g en eratin g sy ste m is co v ered

l a t e r in th is m anual.

MODEL APPLICATION CHART

USE WITH
AM PERAGE GENERATOR REGULATOR

STANDARD
37-Amp. - CE/CS-40; CE/CS/SE/SS-5 0 (0 2 )................................ ... 1100838 1119515
42-Amp. - CE/CS-40; CE/CM/CS-50(03) ........................................1100842 1119515
42-Amp. - TE/TS-50 ....................................................................... ... 1100842 1119515
42-Amp. - TE-60 ............................................................................. ... 1100842 1119515
42-Amp. - CE/ME-60 ....................................................................... ... 1100547 Integral

OPTIONAL
42-Amp. - CE/CS-40(02); CE/CS/SE/SS-5 0 (0 2 )..........................
42-Amp. - CE-50(02-03) .................................................................... 1100842 1119515
61-Amp. - CE/CS-40; CE/CS-50 ....................................................... 1100547 Integral
61-Amp. - TE/TS-50; TE-60 .......................................................... ... 1100849 1119515
61-Amp. - SE/SS-50 ....................................................................... ... 1100849 1119515
61-Amp. - CE-50; C E -6 0 .......................... '.................................... ... 1100849 1119515
62-Amp. - CE/CS-40; CE/CS/SE/SS-50; CE/ME-60 ................ ... 1100548 Integral
62-Emp. - TE/TS-50; TE-60 .......................................................... ... 1117782 1116378
100-Amp. - SE/SS-50 ....................................................................... ...1117754 1116378
130-Amp. - SE/SS-50 ....................................................................... ...1117141 Integral
1117128 9000590*
♦Requires Relay 1116972.

CHEVROLET 40-60 TRUCK SERVICE MANUAL


A. C GENERATING SYSTEM (NON-INTEGRAL TYPE)
GENERATING SYSTEM GENERAL DESCRIPTION
(NON-INTEGRAL TYPE SYSTEM)
T he b a s ic ch arg in g sy s te m com ponents include
th e b a tte ry , the s e lf-re c tify in g , a lte rn a tin g c u rre n t
type g e n e ra to r, th e voltage re g u la to r, and in te r ­
connecting w irin g .
An in d ic a to r lam p (te ll-ta le ) w hich in d ica tes
only w h eth er o r not th e g e n e ra to r is ch arg in g , o r
an a m m e te r o r v o ltm e te r type ch a rg e in d ic a to r is
u s e d on v e h ic le s c o v e re d by th is m anual.
A ty p ical g e n e ra tin g s y s te m u se d on v e h icle s
equipped w ith the tw o -u n it type re g u la to r is sc h e m ­
a tic a lly illu s tr a te d in fig u re 1. A ty p ical g en eratin g
s y s te m u se d on v e h ic le s equipped w ith the tr a n s i s ­
to r type re g u la to r is sc h e m a tic a lly illu s tr a te d in
fig u re 2, and a ty p ical g e n e ra tin g s y ste m u se d on
v e h ic le s equipped w ith the 9000590 type re g u la to r
and s e p a ra te fie ld re la y is illu s tra te d in fig u re 3.
Figure 1—Schematic Diagram of A .C . C harging Circuit
with Two-Unit Type Regulator (Typical)
Sec. 6Y-33
NOTE: S chem atic d ia g ra m s of g e n eratin g s y s ­
te m s u se d on v eh ic les equipped w ith in te g ra l type
g en e ra tin g s y ste m s (g e n e ra to r w ith so lid s ta te
re g u la to r b u ilt-in ) a r e co v ered la te r in th is se c tio n .
The a lte rn a tin g c u rre n t type g e n e ra to r is u sed
a s sta n d a rd and optional equipm ent on a ll v eh ic le s
co v e re d by th is m anual. A ll u n its a r e s e lf - r e c tif y ­
ing, a lte rn a tin g c u rr e n t (A.C.) type w ith d ire c t
c u rre n t (D.C.) output.
The g e n e ra to r is a ir-c o o le d by a sin g le fan
atta c h e d to the d riv e pulley o r by b lades atta ch e d
to both ends of the ro to r asse m b ly .
The a lte rn a tin g c u rre n t g e n e ra to r c o n sists of
two m a jo r p a r ts , a s ta to r and a r o to r. T he s ta to r
is com posed of a la rg e num ber of w indings a s s e m -
Figure 2 —Schematic Diagram of A .C . Charging Circuit
with Transistor Type Regulator (Typical)
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 6Y-34
A. C. GENERATING SYSTEM (NON-INTEGRAL TYPE)
» Voltage
Figure 3 —Schematic D iagram of A .C . C harging
Circuit w ith 90 0 05 9 0 Regulator
and 1116972 Relay
bled on the in sid e of a la m in a te d c o re w hich is
a tta c h e d to the g e n e ra to r fra m e . The ro to r r e ­
v olves w ithin th e s ta to r on b e a rin g s in each end
fr a m e . Two b ru s h e s a r e re q u ire d to c a r r y c u rre n t
th ro u g h th e two slip rin g s to the fie ld c o ils wound
co n ce n tric w ith the r o to r sh aft.
Although g e n e ra to rs v a ry w ith r e s p e c t to c u r ­
re n t output and type of voltage reg u latio n , th e o p e r­
atin g p rin c ip le s a r e s im ila r .
The g e n e ra to r is d riv e n fro m the engine and
c o n v e rts m ech an ical en erg y to e le c tr ic a l p o w er.
T he a lte rn a tin g c u r r e n t p ro d u c e d w ithin th e gen­
e r a to r is re c tifie d by s ix diodes in sta lle d in the
g e n e ra to r end fra m e and h eat sin k a sse m b ly . D i­
r e c t c u r r e n t is p ro d u c e d a t output (BAT.) te rm in a l
on g e n e ra to r.
The re g u la to r c o n tro ls g e n e ra to r voltage out­
p ut by varying c u r r e n t flow in fie ld w indings in
g e n e ra to r r o to r a sse m b ly . No c u rre n t re g u la tin g
d evice is re q u ire d in re g u la to r u se d w ith the A .C.
g e n e ra to r sin c e th e g e n e ra to r h as in h e re n t c u rre n t
re g u la tio n a s long a s th e voltage is c o n tro lle d . A
c u t-o u t re la y is not re q u ire d w ith the A .C. g e n e r­
atin g s y s te m a s the diodes w ill not conduct an
e le c tr ic a l c u rre n t in r e v e r s e d irectio n ; i.e ., fro m
b a tte ry to ground thro u g h th e g e n e ra to r.
On a ll g en eratin g s y s te m s , except th o se equip­
p ed w ith the 62 -am p . o r 130-am p. g e n e ra to r, v o lt­
age is c o n tro lle d by a v ib ra tin g p oint type re g u la ­
to r (fig. 4). V oltage on 6 2 -am p . g en eratin g sy s te m s
is c o n tro lle d by a fu ll tr a n s is to r type re g u la to r
"Latch
No. 2
No. 3 Terminal
Regulator
No. 4 Terminal
Figure 4 —V ibrating Point Type Regulator
w ith Cover Rem oved (Typical)
(fig. 5), and on the 130-am p g en eratin g sy ste m ,
v oltage is co n tro lled by a full tr a n s is to r type r e g ­
u la to r (fig. 6).
The full tr a n s is to r type re g u la to r u sed on
m odels equipped w ith the 62-am p. o r 130-am p.
g e n e ra to r is com posed of tr a n s is to r s , diodes,
c a p a c ito rs , and r e s is to r s w hich fo rm a com pletely
s ta tic e le c tric a l unit containing no m oving p a r ts .
T he re g u la to r lim its g e n e ra to r voltage to a p r e ­
s e t value by co n tro llin g g e n e ra to r fie ld c u rre n t.
R eg u la to r voltage se ttin g can be ad ju ste d e x te rn ­
ally by rem oving a pipe plug in co v er, then r o ta t­
ing the adjusting sc re w w ithin re g u la to r a s ex­
p lain ed la te r in th is se ctio n .
PRECAUTIONS
O b serv e the follow ing p re c a u tio n s when p e r ­
fo rm in g s e rv ic e o p era tio n s on the a lte rn a tin g c u r ­
re n t g en e ra tin g sy ste m . F a ilu re to o b se rv e th e se
p re c a u tio n s may re s u lt in s e rio u s dam age to the
charg in g sy ste m .
1. THE ELECTRICAL SYSTEM IS NEGATIVE
GROUND. Connecting the b a tte ry o r a b a tte ry
c h a rg e r w ith the p o sitiv e te rm in a l grounded w ill
endanger g e n e ra to r diodes and vehicle w irin g by
high c u r re n t flow. B urned w iring h a rn e s s e s and
b u rn e d "Open" diodes w ill re s u lt.
2. N ev er o p e ra te the g e n e ra to r on an open
c irc u it (field te rm in a l connected and output te r m ­
inal disconnected). W ith no b a tte ry o r e le c tric a l
load in the c irc u it (open c irc u it) the g e n e ra to r can
b u ild up ex ce ssiv e ly high voltage. Be s u re a ll con­
n ectio n s in the charging c irc u it a r e s e c u re .
CHEVROLET 40-60 TRUCK SERVICE MANUAL

A. C. GENERATING SYSTEM (NON-INTEGRAL TYPE)
ACCESS PLUG TO
VOLTAGE ADJUSTMENT
Figure 5 —Full Transistor Regulator
(M o del 1116378) (Typical)
3. When w orking n e a r the g e n e ra to r o r re g u ­
la to r and b e fo re re p la c in g e le c tr ic a l sy s te m com ­
p o n e n ts, d isco n n ect negative le a d fro m b a tte ry to
p re v e n t a c c id e n tal sh o rtin g at g e n e ra to r and re g u ­
la to r te rm in a ls w h ere b a tte ry voltage is av a ilab le .
NOTE: R ep lace v oltage re g u la to r w ith sam e
type and m odel.
4. The g e n e ra to r cannot be p o la riz e d . Any a t­
te m p t to p o la riz e th e g e n e ra to r m ay r e s u lt in s e r ­
io u s dam age to ch arg in g sy s te m com ponents.
5. Do not s h o rt a c r o s s o r ground te rm in a ls
on g e n e ra to r o r re g u la to r.
6. When u sin g a b o o s te r b a tte ry , be s u re to
connect n egative b a tte ry te rm in a ls to g e th e r and
p o sitiv e te rm in a ls to g e th e r.
7. D isco n n ect b a tte ry le a d s w hile charg in g
b a tte r ie s . Do not u s e a fa s t c h a rg e r a s a b o o ste r
f o r s ta rtin g the engine. When attach in g b a tte ry
ON VEHICLE MAINTENANCE, TESTS, AND ADJUSTMENTS
GENERATING SYSTEM
MAINTENANCE
At re g u la r in te rv a ls , in sp e c t g e n e ra tin g s y s ­
te m to lo c a te and c o r r e c t p o te n tia l c a u se s of tro u b le
b e fo re g e n e ra tin g s y s te m p e rfo rm a n c e is affected.
1. C heck g e n e ra to r d riv e b e lt ten sio n and ad ­
ju s t if n e c e s s a ry . See p ro c e d u re la te r u n d e r "G en­
e r a to r D riv e B e lt T en sio n A d ju stm en t."
2. C heck g e n e ra to r pulley nut, m ounting and
ad ju stin g a r m b o lts and tig h ten a s n e c e s s a ry .
Sec. 6Y-35
PLUG
R E M O V E TO A D J U S T
V O L T A G E S E T T IN G )
FLD.
POS.
Figure 6 —Full Transistor Type Regulator
(M odel 9000590)
c h a rg e r le a d s to the b a tte ry , connect c h a rg e r p o s i­
tiv e lead to b a tte ry p o sitiv e te rm in a l and connect
c h a rg e r negative le a d to b a tte ry negative te rm in a l.
8. D isconnect b a tte ry n egative te rm in a l b e ­
fo re w elding on v eh icle sin ce a r e v e r s e c u rr e n t
flow fro m the w eld er m ay dam age g e n e ra to r diodes
a s w ell a s o th e r e le c tric a l com ponents.
9. N ev er re p la c e the brow n and w hite s tr ip e
sp e c ia l r e s is ta n c e w ire in h a rn e s s connected to
ignition c o n tro l sw itch u n le ss it is of the sam e
m a te ria l and of sa m e length (approx. 60 in ch es
long). G en e ra tin g sy ste m w ill not function w ithout
th is w ire . W ire is id en tified on w irin g d ia g ra m s
a s 24-BN .-W S. R e sista n c e value of w ire is ap­
p ro x im ate ly 10 ± 1.0 ohm s, 6.25 w atts.
NOTE: R e fe r to "C h arg in g S ystem T ro u b le
A n aly sis C h a rt" la te r in th is se c tio n to a id in lo ­
cating so u rc e of ch arg in g sy ste m m alfunctions
b e fo re re p la c in g com ponents.
IMPORTANT: Always lo ca te and c o r r e c t the
ca u se of a m alfunction to p re v e n t re o c c u rre n c e .
3. C heck a ll e le c tr ic a l connections fo r tig h t­
n e s s and c o rro sio n . C lean and tighten connections
a s n e c e s s a ry . B e s u r e w irin g insu latio n is in good
condition, and th a t a ll w irin g is se c u re ly clipped
to p re v e n t chafing the in su latio n .
4. W ith engine running, lis te n fo r n o ise and
check g e n e ra to r fo r v ib ra tio n . If g e n e ra to r is noisy
o r v ib ra te s e x cessiv ely , it should be rem o v ed fo r
in sp ectio n and r e p a ir .
5. C heck b a tte ry e le c tro ly te lev el a n d sp e c ific
g ra v ity . R eplenish e le c tro ly te lev e l, a s n e c e s s a ry .
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 6Y-36
A. C. GENERATING SYSTEM (NON-INTEGRAL TYPE)
GENERATOR DRIVE BELT
TENSION ADJUSTMENT
B e c a u se of the h ig h e r in e rtia and lo ad capacity
of ro to r u se d w ith A .C. g e n e ra to rs , PR O PE R BE L T
TENSION m u st be m ain tain ed .
A ll g e n e ra to rs a r e p iv o t-b a se m ounted w ith
the b elt te n sio n a d ju stm e n t a r m a t th e top. U se a
b e lt ten sio n d ial gauge to check te n sio n on each
individual b e lt. If te n sio n is not w ithin 80-90 lb s.
(used b elts) o r 100-110 lb s . (new b e lts), lo o sen th e
ad ju stm e n t a r m clam p b o lt and move g e n e ra to r to
obtain reco m m en d ed ten sio n .
IMPORTANT: W hen ad ju stin g b e lt ten sio n ,
apply p r e s s u r e a t c e n te r of g e n e ra to r, n e v e r
a g a in st e ith e r end fra m e .
NOTE: On a new v eh icle, o r a fte r having in ­
sta lle d new b e lts , check te n sio n of belt(s) tw ice in
f i r s t 200 m ile s of o p eratio n . When m aking a d ju s t­
m ent, exam ine belt(s) and re p la c e if n e c e s s a ry .
A lo o se o r b ro k en d riv e b elt w ill affe c t o p e r­
atio n of g e n e ra to r. A d riv e b e lt th a t is too tig h t
w ill p la c e e x c e ssiv e s tr a in on b e a rin g s .
IMPORTANT: When re p la c in g dual d riv e b e lts ,
it is e s s e n tia l th a t e n tire s e t be re p la c e d a t sam e
tim e . B e lts a r e a v a ila b le in m atched s e ts only.
GENERATING SYSTEM
TROUBLE SYMPTOMS
A bnorm al o p e ra tio n of th e g en eratin g s y ste m
is u su a lly in d icated by one o r m o re of the follow ­
ing sym ptom s:
1. B a tte ry u n d e rc h a rg e d (low sp e c ific g rav ity
of e le c tro ly te ).
2. B a tte ry u sin g an e x c e ssiv e am ount of w a te r,
in d icatin g an e x tre m e ly high ch arg in g r a te .
3. E x c e ssiv e g e n e ra to r n o ise o r v ib ra tio n .
4. F a ilu re of in d ic a to r lam p to illu m in ate
when ig nition sw itch is on (engine not running).
5. In d ic a to r lam p contin u es to glow w ith engine
running.
6. In d ic a to r lam p f a ils to go out when ignition
o r c o n tro l sw itch is tu rn e d off.
7. A m m e te r show s high charg in g r a te w ith a
fully ch a rg e d b a tte ry .
8. A m m e te r show s low o r no c h a rg e w ith a
p a rtia lly d isc h a rg e d b a tte ry .
GENERATOR ON-VEHICLE TESTS
T he follow ing is a l i s t of th e m o st com m on
g e n e ra to r d e fe c ts encountered:
1. Open o r s h o rte d g e n e ra to r d iodes.
2. Open, sh o rte d , o r grounded s ta to r w inding.
3. O pen, sh o rte d , o r grounded fie ld winding.
4. W orn g e n e ra to r b ru s h e s .
5. E x c e ssiv e g e n e ra to r n o ise .
G e n e ra to r diodes and s ta to r w indings should
be checked a s explained u n d er "G e n e ra to r Output
T e s t" la te r in th is se ctio n . If a defect is in d icated
by th is te s t, rem ove g e n e ra to r and r e p a ir.
G e n e ra to r fie ld w indings and b ru sh e s should
be checked a s outlined u n d er "C harging S ystem
T ro u b le A n aly sis C h a rt" la te r in th is se ctio n . If
th is check in d ica te s a d efect in the fie ld winding,
rem o v e g e n e ra to r and r e p a ir . R eplace w orn b r u s h ­
es a s explained u n d er "G e n e ra to r B ru sh R e p lac e­
m en t" la te r in th is se ctio n .
E x c e ssiv e g e n e ra to r n o ise is usu ally the r e ­
s u lt of one o r m o re of the following:
1. B ru sh "S queal" c au sed by a h a rd spot on
one of the b ru sh e s o r rough o r d irty slip rin g s. To
check fo r b ru sh "S queal," re m o v e g e n e ra to r d riv e
b e lt and spin g e n e ra to r d riv e pulley by hand. L ift
b ru s h e s off slip rin g s and spin d riv e pulley again.
If n o ise d isa p p e a rs, clean and in sp ec t slip rin g s
and re p la c e b ru sh e s if w orn.
2. D ry o r rough b e a rin g s in end fra m e .
IMPORTANT: D ry o r rough b e a rin g s may be
the r e s u lt of o v er-tig h te n in g g e n e ra to r d riv e b e lt(s ),
lo o se g e n e ra to r m ountings, o r an unbalanced gen­
e r a to r fan o r pulley. R em ove g e n e ra to r and r e p a ir .
3. A defective diode o r s ta to r re su ltin g in an
e le c tric a l unbalance.
To check fo r a defective diode o r s ta to r , p e r ­
fo rm "G e n e ra to r O utput T e s t" explained la te r in
th is se c tio n . If a defect is in d icated by th is te s t,
re m o v e g e n e ra to r and r e p a ir .
GENERATOR CH ARGE INDICATOR
LAMP CIRCUIT TEST
NOTE: R e fe r to p ro c e d u re outlined in "C h arg ­
ing S ystem T rouble A n alysis C h a rt” la te r in th is
se c tio n to d e te rm in e w hether som ething o th e r than
a g e n e ra to r o r re g u la to r defect is in d ic ated b e fo re
p ro ce ed in g w ith th is te s t which ap p lie s to v e h icle s
equipped w ith a ch arg e in d ic a to r lam p.
1. Check the in d ic a to r lam p bulb w hich may
be b u rn ed out. Make s u re so ck et is fully engaged.
2. C heck w irin g connections a t junction.
3. L ift the re g u la to r te rm in a l la tc h slig h tly ,
then pull connector fro m re g u la to r te rm in a ls .
CAUTION: DO NOT allow any leads
to contact a ground or "live" wire or term­
inal except as directed. A heavy cloth,
taped In position below regulator term­
inals, will assist in preventing contact.
4. R e fe rrin g to fig u re 7, in s e r t ju m p er lead
into #4 te rm in a l so ck e t in h a rn e s s con n ecto r and
ground the o th e r end to re g u la to r b ase a s illu s -
CHEVROLET 40-60 TRUCK SERVICE MANUAL

A. C. GENERATING SYSTEM (NON-INTEGRAL TYPE)
W IR IN G HARNESS
CO N N ECTO R TPM-9733
Figure 7—Ju m p er Lead Connections for Testing
Indicator Lam p Circuit (Typical)
tra te d . M o m en tarily (not m o re than 10 seconds)
tu rn on ign itio n o r c o n tro l sw itch. In d ic a to r lam p
should light. If not, check fo r open c irc u it in w ir­
ing betw een the ju m p e r le a d and sw itch, sw itch
and h o rn re la y , and to th e b a tte ry .
5. If in d ic a to r lam p co m es on when #4 socket
in w irin g h a rn e s s co n n ecto r is grounded (fig. 7),
connect ju m p e r le a d betw een w irin g h a rn e s s con­
n e c to r te rm in a ls " F " and #4 a s shown in fig u re 8.
T u rn ignition o r c o n tro l sw itch on m o m en ta rily .
a. If lig h t co m es on, an open c irc u it e x ists
w ithin th e re g u la to r. R e fe r to re g u la to r te s ts la te r .
b. If lig h t does not com e on, an open c irc u it
e x is ts betw een the co n n ecto r and g e n e ra to r o r in
th e fie ld c irc u it w ithin g e n e ra to r.
c. U se a long ju m p e r le a d betw een the #4
so c k e t in h a rn e s s co n n ecto r and th e MF " (field)
te rm in a l a t g e n e ra to r. If lig h t then co m es on, the
g e n e ra to r fie ld c ir c u it is good and an open c irc u it
e x is ts in w irin g betw een " F " te rm in a l on re g u la to r
and " F " te rm in a l on g e n e ra to r. If lig h t does not
F 2 3 4| \ te r y .
Ju m p er
Lead
W IRING HARNESS
CO N N ECTO R TPM-9734
Figure 8 —Checking Indicator Lamp W iring
Sec. 6Y-37
Figure 9 —Connections for Testing Generator Output
(Except 9 0 00590 Regulator) (Typical)
com e on, an open c ir c u it e x is ts in the g e n e ra to r
fie ld c irc u it.
6. If, w ith a ll w irin g connected n o rm a lly , and
th e in d ic a to r lam p com es on when ignition o r con­
tr o l sw itch is off, a d efectiv e diode is ind icated .
GENERATOR OUTPUT TEST
ON VEHICLE
R e fe r to p ro c e d u re s outlined in "C harging
S ystem T ro u b le A n aly sis C h a rt" la te r in th is s e c ­
tion to d e term in e w h eth er som ething o th e r than a
g e n e ra to r defect is in d icated b e fo re p ro ceed in g
w ith th is te s t.
QUICK TEST FOR OUTPUT
1. C onnect v o ltm e te r "PO S" le a d to g e n e ra to r
output te rm in a l and "NEG" v o ltm e te r lea d to
g round on c h a s s is .
2. S ta rt engine and tu r n h e a te r m o to r to m ed­
ium sp e ed p o sitio n .
3. In c re a s e engine sp e ed un til v o ltm e te r r e a d ­
ing does not in c re a s e and re c o rd the read in g .
C A U T I O N : DO NOT exceed 2000 rpm.
4. D isconnect ground (NEG.) cable fro m b a t­
5. If v o ltm e te r read in g is lo w er than in Step
3 above, a defective g e n e ra to r is in d ic ated . R e ­
m ove g e n e ra to r and r e p a ir .
GENERATOR OUTPUT TEST
(EX C EPT 9000590 REGULATOR)
1. D isconnect p o sitiv e cable fro m b a tte ry .
2. R em ove w ire fro m "BAT" te rm in a l on gen­
e r a to r , and connect an a m m e te r betw een w ire and
"B A T" te rm in a l on g e n e ra to r (fig. 9).
3. In sta ll a v o ltm e te r betw een th e g e n e ra to r
"B A T" te rm in a l and "GRD" te rm in a l.
4. P u ll la tc h on re g u la to r upw ard to disengage
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 6Y-38
A. C. GENERATING SYSTEM (NON-INTEGRAL TYPE)
fro m co n n ecto r, th en pull w irin g h a rn e s s connec­
to r fro m re g u la to r. C onnect a ju m p e r le a d betw een
" F " te rm in a l so ck et and #3 so ck et a s shown in
fig u re 10.
IMPORTANT: W ith w irin g connected a s shown
in fig u re 9, th e voltage re g u la to r is taken out of
th e c irc u it, and c a u se s fie ld to be e n e rg iz e d by full
b a tte ry v o ltag e. G e n e ra to r output voltage m u st be
co n tro lle d by loading th e b a tte ry w ith a carb o n
p ile o r tu rn in g on v eh icle a c c e s s o r ie s . Do not p e r ­
m it voltage to exceed se ttin g sp e c ifie d fo r re g u ­
la to r a s lis te d in "S p ec ific a tio n s."
5. C onnect a ta c h o m e te r to engine, then con­
n e ct p o sitiv e cab le to b a tte ry and s t a r t engine.
A djust engine sp eed and carb o n p ile (if used) o r
w ith veh icle a c c e s s o r ie s to p ro v id e r a te d v o ltag e.
R atin g s fo r each g e n e ra to r a r e given in "S p ecifi­
c a tio n s" at end of th is se c tio n . If g e n e ra to r does
not pro d u ce c u r r e n t w ithin its ra te d cap acity , it
can be c o n sid e re d d efectiv e and in need of r e p a ir .
6. R em ove in s tru m e n ts and ju m p e r le a d and
connect w irin g h a rn e s s co n n ecto r to re g u la to r.
7. If no d efects w e re d isc o v e re d by the f o r e ­
going te s ts , y et the b a tte ry re m a in s u n d e rc h a rg ed ,
a d ju st voltage re g u la to r se ttin g a s explained u n d er
a p p lic ab le re g u la to r la t e r in th is se c tio n .
GENERATOR OUTPUT TEST
(WITH 9000590 REGULATOR)
1. C onnect v o ltm e te r to a te s t a d a p te r a s shown
in View A, fig u re 11.
2. T u rn on th e ign itio n o r co n tro l sw itch.
3. O p e ra te th e g e n e ra to r a t sp e c ifie d sp eed
and check fo r r a te d output a s lis te d in "S p ecifica­
tio n s " a t end of th is se c tio n . Load th e b a tte ry w ith
a carb o n p ile o r v eh icle a c c e s s o r ie s (if needed)
to obtain r a te d output. If g e n e ra to r does not p r o ­
duce ra te d output, r e p a ir o r re p la c e the g e n e ra to r.
GENERATOR FIELD CIRCUIT CHECK
(WITH 9 0 0 0 5 9 0 REGULATOR)
1. C onnect a v o ltm e te r to th e te s t a d a p te r a s
shown in View B, fig u re 11.
2. T u rn the ignitio n o r co n tro l sw itch on.
3. If the v o ltm e te r r e g is t e r s z e ro v o lts, check
th e g e n e ra to r fie ld a s follow s:
a. T u rn the ign itio n o r co n tro l sw itch off and
d isco n n ect the b a tte ry g round s tra p .
b. D isconnect th e a d a p te r fro m the re g u la to r.
c. Connect an o h m m e te r to th e a d a p te r a s
shown in View C, fig u re 11.
d. If the o h m m e te r in d ic a te s high, th e re is an
open, o r e x c e ssiv e r e s is ta n c e in the fie ld winding,
o r in w irin g betw een r e g u la to r p o sitiv e te rm in a l
and g e n e ra to r F I te rm in a l (L ead E , fig. 3).
W IRIN G H ARN ESS
C O N N ECTO R A T R EG U LA T O R T-641-1
Figure 10—Generator Output Test (Jum per Lead
Connections at Regulator) (Except 9000590
Regulator) (Typical)
e. If the o h m m ete r in d ica te s low, the winding
is sh o rte d o r grounded.
NOTE: Since the re ad in g is taken through the
a d a p te r, le a d s, b ru sh e s and slip rin g s, the ohm ­
m e te r read in g on a good field winding w ill be
slig h tly h ig h er than the sp ecified value. T h is is
b e c a u se the sp e cifie d value is fo r an o h m m eter
read in g d ire c tly a c r o s s the slip rin g s.
f. D isconnect o h m m ete r and re co n n ec t the
b a tte ry ground s tra p .
4. If the v o ltm e te r in d ic a te s b a tte ry voltage,
the re g u la to r is sh o rte d and m ust be re p la c e d , o r
the g e n e ra to r fie ld winding is open o r grounded.
C heck a s follow s:
a . To check the g e n e ra to r field , tu rn the ig ­
nition o r co n tro l sw itch off and disco n n ect b a tte ry
ground s tra p .
b. D isconnect te s t a d a p te r fro m the re g u la to r.
c. C onnect an o h m m eter to the a d a p te r as
shown in View C, fig u re 11.
d. If the o h m m ete r in d ic a te s high, th e re is an
open, o r e x c e ssiv e re s is ta n c e in the fie ld winding,
o r in the w irin g betw een re g u la to r p o sitiv e te r m ­
in al and g e n e ra to r F I te rm in a l (L ead E, fig. 3).
e. If the o h m m ete r in d ic ates low, the winding
is sh o rte d o r grounded.
f. D isconnect o h m m e ter and re co n n e ct the
b a tte ry ground s tra p .
g. To check the re g u la to r, connect a v o lt­
m e te r a s shown in View A, fig u re 11, and o p e ra te
th e engine at m o d e ra te sp eed . If the voltage is un­
co n tro lle d and in c r e a s e s w ith sp eed to values
above the sp ecifie d se ttin g ran g e , r e p a ir o r r e ­
p la c e th e re g u la to r.
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 6Y-39

A. C. GENERATING SYSTEM (NON-INTEGRAL TYPE)

FLD
Z□
NEG

VOLTMETER VOLTMETER

W IRIN G HARNESS W IRIN G HARNESS

V IEW A -C H E C K IN G FIELD VIEW B -C H E C K IN G GENERATOR FIELD
RELAY UNIT CIRCUIT USING VOLTMETER

DISCO NNECT
FROM
R EG U L A T O R

FOR N EG A TIV E
GRO U N D O N LY
N EG VOLTMETER

PART 2

OH MM ETER VOLTMETER
TO GROUN D
O N GENERATO R
tjcrn
W IRIN G H ARNESS W IRIN G HARNESS
V IEW C -C H E C K IN G GENERATOR FIELD VIEW D -C H E C K IN G FOR EXCESSIVE
CIRCUIT USING OHMMETER RESISTANCE T-1547

Figure 11—Using A dapter (J-21600) To Check Generator Output (9000590 Type RegulatorI

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 6Y-40
A. C. GENERATING SYSTEM (NON-INTEGRAL TYPE)
Figure 12—Testing Regulator Field Relay
(Two-Unit Type Regulator)
EXCESSIVE RESISTANCE CHECK
(GENERATING SYSTEMS WITH
9 0 0 0 5 9 0 REGULATOR)
NOTE: E x c e ssiv e re s is ta n c e in th e sen sin g
c irc u it, c o n sistin g of w irin g and th e re g u la to r, can
c a u se an o v e rc h a rg e d b a tte ry .
1. C onnect a v o ltm e te r a s shown in P a r t 1
and P a r t 2, View D, fig u re 11.
2. T u rn th e ignition o r co n tro l sw itch on, but
do not s t a r t th e engine.
3. If both v o ltm e te r re a d in g s to ta l m o re than
.3 volt, check fo r e x c e ssiv e re s is ta n c e in le a d s
(B, C, and D, fig. 3), w hich can c au se an o v e r­
c h a rg e d b a tte ry . If th e se lead s a r e s a tis fa c to ry ,
th e fie ld re la y c o n ta c ts m ay have e x c e ssiv e r e ­
s is ta n c e . In th is event, re p la c e th e fie ld re la y u n it.
REGULATOR UNIT FIELD RELAY
TEST ON VEHICLE
If th e g e n e ra to r c h a rg e in d ic a to r show s no
c h a rg e , th e re g u la to r fie ld re la y o r p o ssib ly th e
g e n e ra to r is a t fau lt. To d e te rm in e w hich is at
fau lt, p ro c e e d a s follow s:
1. M ake co nnections to th e re g u la to r and con­
n e c to r te rm in a ls a s shown in fig u re 12.
2. S ta rt engine and o p e ra te at fa s t id le speed .
O b se rv e th e v o ltm e te r re a d in g . If re a d in g is 5
v o lts o r o v e r and in d ic a to r show s no c h a rg e , the
fie ld re la y is defective and m u st be checked.
3. If v o ltm e te r re a d in g is below 5 v o lts on
re g u la to r 1119515 tro u b le is in g e n e ra to r. R efer
to app licab le “ G e n e ra to r” se c tio n explained la te r .
Figure 13—Testing Field Relay Closing Voltage
(Two-Unit Type Regulator) (Typical)
4. The field re la y closing voltage can be
checked on the vehicle a s follows:
NOTE: R e fe r to fig u re 13 fo r te s t connections.
a. Connect a 100-150 ohm v a ria b le r e s is to r
and a v o ltm e te r to a d a p te r a s shown in fig u re 13.
NOTE: If the 0-50 ohm s v a ria b le r e s is to r unit
(J-21260) is used , it w ill be n e c e s s a ry to add a 15
and a 115 ohm r e s is to r in sam e s e r ie s to p ro vide
re q u ire d r e s is ta n c e .
b. T u rn r e s is to r to the open o r "full r e s i s t ­
a n c e " p o sitio n . L eave ignition o r co n tro l sw itch off.
c. Slowly d e c re a s e re s is ta n c e and note the
clo sin g voltage. V oltage should be 1.5 to 3.2 volts
on the 1119515 re g u la to r. If n e c e s s a ry , a d ju st
voltage by bending the a rm a tu re su p p o rt h e el iro n .
REGULATOR VO LTAGE TEST
(ON VEHICLE)
The voltage a t w hich th e re g u la to r o p e ra te s
v a rie s w ith changes in re g u la to r am b ien t te m p e r­
a tu re w hich is the te m p e ra tu re of a i r a t a d istan ce
of %-inch fro m the re g u la to r.
NOTE: T he 9000590 type re g u la to r is not not­
iceab ly affected by changes in te m p e ra tu re .
GENERATING SYSTEM WITH
TWO-UNIT TY PE REGULATOR
NOTE: On som e gen eratin g s y s te m s , No. 2
te rm in a l on re g u la to r is e n erg ize d by sy ste m volt­
age ra th e r than by voltage a t "R " te rm in a l of
g e n e ra to r.
1. R e fe r to fig u re 14 w hich show s a ll te s t
equipm ent connected into sy ste m . F ig u re 15 shows
u se of sp e c ia l a d a p te r and ju m p er le a d at re g u la to r.
CHEVROLET 40-60 TRUCK SERVICE MANUAL

A. C. GENERATING SYSTEM (NON-INTEGRAL TYPE)
Figure 14—Connections for Testing Regulator
Voltage Setting (Two-Unit Type Regulator)
2. Connect an a m m e te r and a %-ohm r e s is to r
w ith a ra tin g of 25 w atts o r m o re in s e r ie s in
th e c irc u it a t th e "B A T" te rm in a l on the g e n e ra to r
(fig. 14). In th e event the b a tte ry is d isc h arg ed , the
%-ohm r e s is t o r w ill lim it the g e n e ra to r output to
10 a m p e re s o r le s s w hich is re q u ire d , when check­
ing and ad ju stin g th e voltage se ttin g .
3. In s ta ll s p e c ia l a d a p te r a s shown in fig u re
14. U se a 25 ohm 25 w att v a ria b le r e s is to r in
s e r i e s w ith the g e n e ra to r fie ld w indings a t the r e g ­
u la to r " F " te rm in a l, and connect a ju m p e r lea d
fro m the #3 a d a p te r le a d to the g e n e ra to r "B A T”
W IR IN G HARNESS
C O N N ECTO R
Figure 15—Testing Voltage Setting (Two-Unit Regulator)
Sec. 6Y-41
Adjusting Screw
(Turn To Adjust
Voltage Setting)
Figure 16—A dju stin g V oltage Setting
(Two-Unit Type Regulator) (Typical)
te rm in a l a s shown. C onnect a v o ltm e te r fro m the
#3 a d a p te r le a d to ground a s shown. T urn the r e ­
s is to r to the c lo se d o r "no r e s is ta n c e ” p o sitio n .
4. S ecu re a th e rm o m e te r close to re g u la to r to
e sta b lish o p e ra tin g te m p e ra tu re . W ith a ll a c c e s s ­
o rie s and lig h ts off, s ta r t and o p e ra te engine fo r
15 m inutes at 1500 engine rp m .
5. A fter w a rm -u p , cycle g e n e ra to r a s follow s:
a. T u rn v a ria b le r e s i s t o r to "O F F ” o r "FU LL
RESISTANCE" p o sitio n .
b. D isconnect lea d at #4 te rm in a l of h a rn e s s
co n n ecto r m o m en ta rily , then reco n n ect lead.
c. R etu rn v a ria b le r e s is to r to the clo sed o r
"no r e s is ta n c e " p o sitio n .
d. B rin g engine speed up to a p p ro x im ately
2500 rp m and note the voltage se ttin g . R e fe r to
ap p licab le " T e m p e ra tu re V oltage C h a rt" in "S peci­
fic a tio n s ” a t end of th is se c tio n .
NOTE: The re g u la to r unit should be o p eratin g
on the u pper o r sh o rtin g co n tac ts. If it w ill not
o p e ra te on the u p p e r c o n ta cts, the b a tte ry is in
e x tre m e s ta te of d isc h a rg e , and m ust be a t le a s t
p a rtia lly re c h a rg e d b e fo re p ro ceed in g w ith te s t.
6. To p re v e n t acc id en tal grounding and con­
sequent dam age to in te rn a l re g u la to r p a r ts when
rem oving o r in sta llin g re g u la to r co v er, p e rfo rm
the follow ing s te p s in o r d e r listed :
a. D isconnect #4 lea d at h a rn e ss co n n ecto r.
b. D isconnect ju m p e r le ad at g e n e ra to r ”BA T”
te rm in a l.
c. R em ove re g u la to r co v er.
d. R econnect ju m p e r lead to g e n e ra to r "BAT"
te rm in a l.
e. C onnect #4 lea d to h a rn e s s connector.
7. To ad ju st the voltage se ttin g , tu rn adjusting
sc re w a s shown in fig u re 16.
IMPORTANT: Always tu rn sc re w clockw ise to
m ake final settin g to e n su re s p rin g -h o ld e r being
a g a in st head of adjusting s c re w . If n e c e s s a ry , p ry
h o ld e r up a g ain st sc re w head b e fo re tu rn in g sc re w
clo ckw ise.
CHEVROLET 40-40 TRUCK SERVICE MANUAL
Sec. 6Y-42

A. C. GENERATING SYSTEM (NON-INTEGRAL TYPE)

8. A fte r m aking th e se ttin g , cycle the g e n e r­ CAUTION: DO NOT leave jumper

a to r again a s d ire c te d p re v io u sly in Step 5. lead connected longer than five minutes.
9. O p e ra te engine a t ap p ro x im a te ly 2500 rp m
and note voltage s e ttin g . R ead ju st if n e c e s s a ry . 2. If voltage in Step 1 is le s s than 0.9 volt o r
10. Check the v oltage se ttin g w hile o p eratin g g r e a te r than 2.0 vo lts, re p a ir o r re p la c e re g u la to r.
on the lo w er s e t of c o n ta c ts a s follow s: 3. If voltage in Step 1 w as betw een 0.9 and 2.0
v o lts, p ro c e e d a s follow s:
11. Slowly in c r e a s e th e re s is ta n c e of th e v a r i­ a . Make connections a s shown in View B ,P a r t
ab le r e s i s t o r w ith th e engine o p eratin g a t 2500 rp m 1, fig u re 17, and re c o rd the voltage drop.
u n til the re g u la to r b eg in s to o p e ra te on low er s e t
of c o n ta c ts. T hen, note the change in voltage r e a d ­
ing. The u p p e r s e t v o ltag e should be 0.1 to 0.4
volts h ig h e r than on lo w e r c o n ta c ts.
NOTE: The m o st d e s ira b le m ethod fo r d e te r ­
m ining th a t th e re g u la to r is o p eratin g on th e lo w er
se t of co n ta c ts when th e c o v e r is in s ta lle d is to
u se earp h o n es (if av ailab le) connected a c r o s s the
re g u la to r "F " te rm in a l to ground. A s the v a ria b le
r e s i s t o r is tu rn e d , and o p e ra tio n changes from, the
u p p e r s e t of co n ta c ts to th e lo w er s e t, th e e a r ­
phones sound w ill fade away and stop com p letely
and then r e tu rn when th e lo w er s e t of co n ta c ts b e ­
gin to o p e ra te .

The a lte rn a te m ethod is v isu a l o b se rv a tio n ,

but th is is le s s d e s ira b le b ec a u se the c o v e r m ust
be rem o v ed which a ffe c ts te m p e ra tu re sta b iliz a tio n .
If tu rn in g the v a ria b le r e s i s t o r does not c au se
th e re g u la to r to o p e ra te on th e lo w er s e t of con­
ta c ts , re tu r n the v a ria b le r e s i s t o r to th e "no r e ­
s is ta n c e " p o sitio n , tu rn th e carb o n p ile to slig h tly
lo ad the b a tte ry , and th en a d ju st the v a ria b le r e ­
s is to r to ca u se th e re g u la to r to o p e ra te on the
lo w er s e t of c o n ta c ts. U sually, tu rn in g on th e v e ­
h icle head lig h ts can su b stitu te fo r the carb o n p ile .
The d ifferen ce in voltage betw een the o p e r­
atio n of the u p p er s e t of co n tacts and th e lo w er
s e t is in c re a s e d by slig h tly in c re a s in g th e a i r gap
betw een th e a r m a tu r e and c e n te r of c o re and d e­
c r e a s e d by slightly d e c re a s in g th e a ir gap u sin g
nylon ad ju stin g nut. T h is ad ju stm en t can be m ade
w hile th e re g u la to r is o p e ra tin g . If n e c e s s a ry to
m ake th is a i r gap a d ju stm e n t, re c h e c k th e v oltage
se ttin g of both s e ts of c o n ta c ts.

12. A lw ays m ake fin a l voltage te s t a f te r the

re g u la to r c o v er is in sta lle d .
IMPORTANT: O b se rv e sp e c ia l p ro c e d u re in
Step 6 p re v io u sly when in sta llin g and rem o v in g
re g u la to r co v er.

13. The re g u la to r can be rem o v ed and checked

a s d ire c te d la te r u n d e r ap p licab le "V oltage R egu­
la to r ."

SYSTEM WITH 1116378 REGULATOR

1. Make connections as shown in View A, Figure 17—Connections for Testing 1116378
fig u re 17. Regulator Voltage Setting (Typical)

CHEVROLET 40-60 TRUCK SERVICE MANUAL


A. C. GENERATING SYSTEM (NON-INTEGRAL TYPE)
Figure 18—A dju stin g V oltage Setting (Typical)
NOTE: V o ltm eter is connected betw een b a tte ry
p o sitiv e te rm in a l and re g u la to r No. 3 te rm in a l,
and ju m p e r le a d is connected betw een re g u la to r
No. 2 and No. 3 te rm in a ls .
b. Connect a v o ltm e te r betw een b a tte ry ground
te r m in a l and ground on re g u la to r b a se a s shown
in View B, P a r t 2, fig u re 17, and r e c o rd the v o lt­
age drop.
c. Add voltage in Step a. to voltage in Step b.
above. If to ta l v oltage (a. + b.) is above 0.25 volt,
check sy s te m w irin g fo r high r e s is ta n c e and check
re g u la to r fo r p r o p e r ground.
d. If to ta l voltage in Step c. is b e lo w 0.25 volt,
connect a v o ltm e te r betw een re g u la to r No. 3 te r m ­
in a l and ground on re g u la to r b a se a s shown in
View C, fig u re 17; then w ith sw itch on, o p e ra te
engine a t 1275 rp m fo r 15 m in u tes. L eave co v er
on re g u la to r. P la c e a th e rm o m e te r %-inch fro m
T RMINAL AND NUT '
ASSEMBLY
BRUSH HOLDER
SPRING
BRUSH
BRUSH LEAD RELAY LEAD
BRUSH LEAD
BUSHING
BRUSH HOLDER GROUND CONDENSER
MOUNTING SCREW STUD LEAD t-2958
Figure 19—Generator Brush Replacem ent
(M odel 1117754) (Typical)
Sec. 6Y-43
re g u la to r c o v e r and co m p are voltage w ith "S peci­
fic a tio n s" given in " T e m p e ra tu re C h a rt" a t end of
th is se ctio n .
4. If actu al reg u la tin g voltage, a s checked is
not w ithin th e voltage ra n g e sp e cified fo r the m e a­
su re d am bient te m p e ra tu re , re p a ir o r re p la c e the
re g u la to r.
5. If voltage is w ithin sp ec ified ran g e fo r the
m e a su re d am bient te m p e ra tu re , th e charging s y s ­
te m o p e ra tio n is s a tis fa c to ry . H ow ever, the re g u ­
la to r se ttin g may need to be changed to m eet b a t­
te ry ch arging re q u ire m e n t fo r a p a rtic u la r type of
o p e ra tio n . R em ove plug fro m re g u la to r co v e r, then
u se a thin, fla t-b la d e d in stru m e n t to tu rn the s lo t­
te d a d ju s te r in sid e the re g u la to r (fig. 18).
6. To r a is e the voltage se ttin g , tu rn slo tte d
adjusting plug one notch (clockw ise), then check
fo r an im proved b a tte ry condition.
NOTE: A fter two notches in each d ire c tio n
th e re is a p o sitiv e stop.
7. To low er th e voltage se ttin g , tu rn slo tte d
adju stin g plug one notch (co u nterclockw ise), then
check fo r an im p ro v ed b a tte ry condition a fte r a
s e rv ic e p e rio d of re a so n a b le length.
8. If re g u la to r cannot be a d ju ste d to a value
w ithin the sp ecified ra n g e , r e p a ir o r re p la c e the
re g u la to r.
NOTE: If re p e a te d re g u la to r fa ilu re s a r e ex­
p e rie n c e d on the veh icle, but no d efects a r e found,
a sh o rte d , grounded, o r open g e n e ra to r field w ind­
ing, o r grounded le a d s of an in te rm itte n t n atu re
should be su sp e c te d .
GENERATING SYSTEM WITH
9000590 REGULATOR
1. C onnect a v o ltm e te r to the a d a p te r a s shown
in View A, fig u re 11.
2. T u rn a ll a c c e s s o r ie s off.
3. O p erate g e n e ra to r at ap p ro x im ately 3,000
rp m (approx. 1200 engine rpm ).
4. The g e n e ra to r output should be a t le a s t 10
a m p e re s below th e ra te d g e n e ra to r output fo r th is
check.
5. To ad ju st voltage se ttin g , rem o v e plug and
tu rn slo tte d ad ju stin g button inside re g u la to r (fig.
18). U se thin fla t-b la d e d in stru m e n t.
6. F o r an u n d e rc h a rg ed b a tte ry , r a is e voltage
se ttin g by tu rn in g one notch (clockw ise) and then
check fo r an im proved b a tte ry condition a fte r a
s e rv ic e p e rio d of re a so n a b le length.
NOTE: A fte r two notches in each d irectio n ,
th e r e is a p o sitiv e sto p .
7. F o r an o v e rc h a rg e d b a tte ry , lo w er voltage
se ttin g by tu rn in g one notch (counterclockw ise) and
then check fo r an im p ro v ed b a tte ry condition a fte r
a s e rv ic e p e rio d of re a so n a b le length.
8. If the re g u la to r cannot be a d ju sted to a
value w ithin the sp e cifie d ran g e , re p la c e o r r e p a ir
th e re g u la to r.
CHEVROLET 40-40 TRUCK SERVICE MANUAL
Sec. 6Y-44
A. C. GENERATING SYSTEM (NON-INTEGRAL TYPE)
NOTE: If re p e a te d re g u la to r fa ilu re s a r e ex­
p e rie n c e d on the v eh icle, but no d e fe c ts a r e found,
a sh o rte d , grounded, o r open g e n e ra to r fie ld w ind­
ing, o r grounded le a d s, of an in te rm itte n t n a tu re
should be su sp e c te d .
TAILORING THE VOLTAGE SETTING
The p ro p e r se ttin g is obtained when the b a tte ry
re m a in s fully c h a rg e d w ith a m inim um u se of w a te r.
If no c irc u it d e fe c ts a r e found, yet th e b a tte ry
re m a in s u n d e rc h a rg ed , r a is e the se ttin g by 0.3
volt, then check the b a tte ry o v e r a p e rio d of tim e
to se e if im p ro v em en ts w e re achieved; r e s e t r e g ­
u la to r if n e c e s s a r y . If the sy s te m is o v e rc h a rg in g ,
lo w er th e s e ttin g by 0.3 volt, then check b a tte ry
o v e r a p e rio d of tim e .
GENERATOR REPLACEMENT
Due to v a ria tio n s in design and equipm ent on
v e h ic le s using A .C . g e n e ra to rs , th e re p la c e m e n t h o ld e r and in s e r t a pin through hole in b ru sh ho ld er
p ro c e d u re s w ill v a ry a c co rd in g ly . The re m o v a l andand b ru sh e s to re ta in in p o sitio n .
in sta lla tio n in stru c tio n s given following a r e in ten d ­
ed only a s a guide. A dditional o p e ra tio n s w ill be
re q u ire d on so m e v e h ic le s to rem o v e o th e r equip­
m ent to p e rm it a c c e s s to g e n e ra to r, b e lts , a n d /o r
b ra c k e ts .
GENERATOR REMOVAL
1. D isco n n ect neg ativ e b a tte ry cable fro m the c o v e r o v e r b ru sh h o ld er.
b a tte ry .
CAUTION: It is important that bat­
tery negative terminal be disconnected,
since generator will be damaged if wiring
or terminals are accidentally shorted or
grounded while being disconnected.
2. On 3 7 -, 4 2 -, 6 1 -, and 62-am p g e n e ra to rs ,
d e p re s s lock on co n n ecto r and pull co n n ecto r out
of so ck et on g e n e ra to r. P u ll ru b b e r boot off "B A T"
te rm in a l and rem o v e te rm in a l nut. D isco n n ect w ire
fro m "GRD" te rm in a l and rem o v e the w irin g clip.
On 130-am p g e n e ra to r, rem o v e nuts and w ash­
e r s fro m h a rn e s s le a d s a t g e n e ra to r te rm in a ls . to rq u e reco m m en d ed in "S p ecificatio n s."
R em ove h a rn e s s clip fro m g e n e ra to r, then pull
le a d s fro m te rm in a ls .
3. L oosen ad ju stin g a r m pivot bo lt and gen­
e r a to r to mounting b ra c k e t bo lts; then m ove gen­
e r a to r to loo sen th e d riv e b e lt o r b e lts . R em ove
g e n e ra to r d riv e b e lt o r b e lts .
4. R em ove ad ju stin g a r m pivot bo lt and gen­
e r a to r to mounting b ra c k e t bo lts; then rem o v e
g e n e ra to r.
GENERATOR BRUSH REPLA CEM EN T
(MODEL 1117754)
NOTE: B ru sh re p la c e m e n t on 3 7 -, 4 2 -, 61-,
and 130-am p g e n e ra to r m odels re q u ire s p a r tia l d is ­
asse m b ly of the g e n e ra to r and is c o n sid e re d a p a r t
of the unit overhaul p ro c e d u re .
R em oval (F ig. 19)
1. Rem ove s c re w s fro m b ru sh h o ld er co v er
and rem o v e co v e r.
2. Rem ove nut re ta in in g in d ic a to r light w ire
to blade connector p o st and d isconnect lea d fro m
p o st.
3. Rem ove two s c re w s w hich a tta c h con d en ser
and b ru s h h o lder to r e a r end fra m e .
NOTE: C ondenser le ad is connected in sid e the
g e n e ra to r. L eave co n d en ser w ith g e n e ra to r to
avoid e x c e ssiv e s tr a in on le a d w ire .
4. Rem ove b ru sh h o ld er, b ru s h e s , and b ru sh
sp rin g s fro m g e n e ra to r end fra m e .
In sta lla tio n (F ig. 19)
1. P o sitio n b ru sh sp rin g s and b ru sh e s in b ru sh
2. P o sitio n b ru sh h o ld er and b ru sh e s in end
fra m e , then s e c u re b ru sh and c o n d en ser le a d s to
te rm in a ls a s shown in fig u re 19.
3. In sta ll b ru sh h o ld er m ounting sc re w s and
tig h ten firm ly .
4. Rem ove pin fro m b ru sh ho ld er and check
to be s u r e a ll le a d s a r e p ro p e rly connected. In sta ll
GENERATOR INSTALLATION
IMPORTANT: Be s u re negative b a tte ry cable
is disco n n ected fro m b a tte ry . F a ilu re to d isco n ­
n e ct the negative b a tte ry cable may r e s u lt in dam ­
age to g e n e ra to r.
1. A ttach g e n e ra to r to m ounting b ra c k e t and
in s ta ll ad ju stin g a rm . T ighten flan g e-ty p e lock nuts
s e c u re ly .
2. P la c e d riv e belt(s) o v er g e n e ra to r d riv e
pulley and ad ju st b elt tension a s explained u n d er
"D riv e B elt T ension A d ju stm en t" p re v io u sly . T ight­
en flange type lock nuts and m ounting b o lts to
3. On 37-, 4 2 -, 61-, o r 62-am p g e n e ra to rs ,
p u sh the w iring h a rn e s s connector into so ck et,
m aking s u r e lock on con n ecto r engages end fra m e .
P la c e h a rn e s s clip on ground te rm in a l m ark ed
"GRD" and connect ground w ire to te rm in a l.
On 130-am p g e n e ra to r, connect h a rn e s s le ad s
to re sp e c tiv e g e n e ra to r te rm in a ls , then in s ta ll a t­
taching nuts and w a sh e rs. In sta ll h a rn e s s clip.
4. A ttach re d w ire to "BAT" te rm in a l on gen­
e r a to r and fit boot on te rm in a l.
5. P e rfo rm "G e n e ra to r O utput T e s t" d e sc rib e d
p re v io u sly to d ete rm in e if g e n e ra to r is o p eratin g
p ro p e rly and re g u la to r is c o rre c tly adjusted.
CHEVROLET 40-60 TRUCK SERVICE MANUAL

A. C. GENERATING SYSTEM (NON-INTEGRAL TYPE)
TWO-UNIT TYPE REGULATOR
(MODEL 1119507 OR 1119515)
Figure 2 0 —A dju stin g Point O pening
GENERAL
T he tw o -u n it type voltage re g u la to r is u se d on
a ll m odels equipped w ith th e 3 7 -, 4 2 -, o r 61-am p
g e n e ra tin g sy s te m . O p eratio n of re g u la to r and
o th e r a ffilia te d g e n e ra to r s y s te m u n its is explained
p re v io u sly u n d e r "G en eratin g S y stem G en eral D e s­
c rip tio n ."
REGULATOR REPLACEMENT
REMOVAL
1. D isco n n ect the n egative cable fro m b a tte ry .
2. C a re fu lly lift up on re g u la to r w irin g h a rn e ss
co n n ecto r w ith one hand and w ith th e o th e r, pull
h a r n e s s co n n ecto r fro m re g u la to r.
3. R em ove re g u la to r m ounting s c re w s , then
re m o v e re g u la to r a s s e m b ly .
INSTALLATION
IMPORTANT: M ake s u r e one b a tte ry cable is
Sec. 6Y-45
Figure 2 2 —A dju stin g Field Relay A ir C ap
disco n n ected fro m b a tte ry .
1. P la c e re g u la to r-to -g e n e ra to r ground w ire
(if used) on re g u la to r m ounting and in sta ll re g u la ­
to r attach in g sc re w s .
2. L ift up on re g u la to r te rm in a l la tc h and in ­
s e r t w irin g h a rn e s s co n n ecto r o v er re g u la to r te r m ­
in a ls.
IMPORTANT: M ake s u re connector is fully
engaged o v e r te rm in a ls and locked in p o sitio n .
C heck by attem p tin g to pull con n ecto r a p a rt.
3. C onnect b a tte ry cable to b a tte ry te rm in a l.
GENERAL INSPECTION
W ith re g u la to r asse m b ly on w ork bench, r e ­
m ove the co v e r (fig. 4) and in sp ect v a rio u s com ­
p o n en ts, connections, and contact p oints fo r sig n s
of dam age.
VOLTAGE REGULATOR UNIT CHECK
CHECKING AND ADJUSTING
CONTACT POINT OPENING
W ith the low er co n ta cts touching, m e a su re the
point opening betw een the u pper co n tac ts a s shown
in fig u re 20. P o in t opening should m e a su re 0.014".
A djust by bending the u p p e r contact a r m a s shown.
CHECKING AND ADJUSTING AIR GAP
M easu re a i r gap w ith a 0 .0 5 7 -in c h fe e le r gauge
betw een the a rm a tu r e and the c o re when lo w er con­
ta c ts a r e ju s t touching a s shown in fig u re 21. To
ad ju st the a ir gap, tu rn the a d ju stm en t nut lo cated
on the co n tact su p p o rt.
NOTE: Only an ap p ro x im ate a ir gap settin g
should be m ade by the fe e le r gauge m ethod above.
T he fin al settin g m u st be w hatever is re q u ire d to
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 6Y-46
A. C. GENERATING SYSTEM (NON-INTEGRAL TYPE)
obtain th e sp e c ifie d d ifferen ce in voltage betw een
the u p p e r and lo w er c o n ta c ts. In stru c tio n s fo r m ak­
ing final se ttin g a r e ejqplained p re v io u sly . See
"R eg u lato r V oltage T e s t (On V eh icle)."
FIELD RELAY UNIT CHECK
NOTE: C heck clo sin g voltage a s ejqplained
u n d e r "R eg u lato r U nit F ie ld R elay T e s t - On Ve­
h ic le " p re v io u sly .
CHECKING AND ADJUSTING AIR GAP
R e fe rrin g to fig u re 22, in s e r t a 0 .030-inch
fe e le r gauge betw een th e a rm a tu r e and c o re and
e x e rt ju s t enough p r e s s u r e on the a rm a tu r e to a l­
low it to touch th e gauge. The co n tact s e t should
ju st c lo se a t th is tim e , a d ju st by bending the fla t
co n tact su p p o rt sp rin g .
CHECKING AND ADJUSTING
CONTACT POINT GAP
R e fe rrin g to fig u re 23, in s e r t an 0.0 3 0 -in ch
FULL-TRANSISTORIZED TYPE REGULATOR
(MODEL 1116378)
GENERAL
The fu ll tr a n s is t o r re g u la to r is u se d on m odels
equipped w ith th e 62-am p g e n e ra to r a s shown in
"M odel A pplication C h a r t” p re v io u sly .
The re g u la to r is com posed of t r a n s is to r s ,
d iodes, c a p a c ito rs , and r e s is t o r s w hich fo rm a
co m pletely s ta tic e le c tr ic a l un it containing no
moving p a r ts .
The function of th e re g u la to r is to lim it v o lt­
age to a given v alu e. The voltage at w hich th e gen­
e r a to r is lim ite d is d e te rm in e d by th e re g u la to r
ad ju stm e n t w hich, w hen ad ju sted , re m a in s p r a c ­
tic a lly unchanged. R e fe r to "R eg u lato r A d ju stm en t"
la te r in th is se c tio n .
IMPORTANT: T he fie ld w ire te rm in a l m ust
not be grounded o r fla sh e d when re g u la to r is con­
n e c te d into c irc u it a s in sta n t dam age to tr a n s is to r s
w ill re s u lt.
OPERATING PRINCIPLES
In th e c irc u it illu s tr a te d in fig u re 2 in "G en­
e ra tin g S ystem G en e ra l D e sc rip tio n " se c tio n , when
ignitio n sw itch is c lo se d and engine is not running,
th e a m m e te r w ill show a d isc h a rg e d condition o r
th e in d ic a to r lam p w ill "lig h t," to in d icate the
Arm ature Stop
Point Opening (Bend if Necessary)
.0 3 0 Inch
Feeler G auge
Figure 23 —A djusting Field Relay Contact Points
fe e le r gauge betw een the contact p oints w ith the
a r m a tu re in its n o rm al r e s t p o sitio n .
The point opening can be ad ju sted , if n e c e s ­
s a r y , by bending the re la y heel iro n .
g e n e ra to r is not charging. The c u rre n t flow can be
tr a c e d fro m the b a tte ry to the "BAT" te rm in a l on
th e ignition sw itch, through the in d ic a to r lam p and
r e s i s t o r , then to No. 2 o r 4 te rm in a l on the re g u ­
la to r. F ro m h e re it continues to flow through tr a n ­
s is to r T R -1 to "F " te rm in a l on the re g u la to r and
on through the g e n e ra to r fie ld winding to ground,
com pleting the c irc u it back to the b a tte ry .
When the engine is s ta r te d and g e n e ra to r b e ­
gins to o p e ra te , A .C. voltages a r e induced in the
g e n e ra to r s ta to r w indings. T h ese voltages a r e
changed o r re c tifie d to D .C . voltage w hich a p p e a rs
a t the output, o r "BAT" te rm in a l on the g e n e ra to r.
T he g e n e ra to r then su p p lies c u rre n t to c h a rg e the
b a tte ry and o p e ra te veh icle a c c e s s o r ie s .
On 62-am p g en eratin g sy ste m s equipped w ith
th e 1116378 tr a n s is to r iz e d re g u la to r, voltage fro m
"R " te rm in a l on g e n e ra to r is im p re s s e d through
re g u la to r #2 te rm in a l and through field re la y wind­
ing causing the re la y co n tacts to c lo se . T h is con­
n e c ts the re g u la to r #4 te rm in a l d ire c tly to b a tte ry
through the fie ld re la y co n ta cts, causing the indi­
c a to r lam p to go "O UT." G e n e ra to r field c u rre n t
then flow s fro m g e n e ra to r o r b a tte ry to re g u la to r
#3 te rm in a l, then through the fie ld re la y contacts
and tr a n s is to r TR -1 to the g e n e ra to r fie ld winding.
A s g e n e ra to r speed in c re a s e s , the voltage
re a c h e s the p r e - s e t value and com ponents in the
CHEVROLET 40-60 TRUCK SERVICE MANUAL

A. C. GENERATING SYSTEM (NON-INTEGRAL TYPE)
re g u la to r c au se tr a n s is to r T R -1 to a lte rn a te ly
" tu rn -o ff" and "tu rn -o n " th e g e n e ra to r fie ld v o lt­
ag e . The re g u la to r th u s o p e ra te s to lim it the gen­
e r a to r output v oltage to the p r e - s e t value.
A N A LYZIN G CHARGING
SYSTEM TROUBLES
NOTE: P ro c e d u re s fo r analyzing o r checking
ch arg in g sy s te m tro u b le a r e explained p re v io u sly .
If tro u b le is lo c a te d in th e g e n e ra to r during
th e te s t p ro c e d u re s , r e f e r to the a p p licab le g e n e r­
a to r se c tio n fo r c o rre c tiv e p ro c e d u re s .
When an alyzing the s y s te m , m ake s u r e a ll
co n n ectio n s betw een th e b a tte ry , junction block,
and g e n e ra to r a r e clean and tig h t, then rem o v e the
w irin g h a rn e s s co n n ecto r fro m the re g u la to r and
connect th e a d a p te r betw een the w irin g h a rn e s s
c o n n e c to r and the re g u la to r.
W hen th e tro u b le is found, it is not n e c e s s a ry
to m ake f u r th e r ch eck s; how ever, it is often ad ­
v isa b le to com plete a ll ch eck s to e n su re th at no
o th e r tro u b le s e x ist.
REGULATOR ADJUSTMENT
NOTE: R e fe r to "C h arg in g S ystem T ro u b le
A n a ly sis C h a rt" la te r in th is se c tio n fo r p ro c e d u re
on analyzing and checking ch arg in g sy s te m m al­
fu n ctio n s.
1. C onnect (POS) v o ltm e te r le a d to b a tte ry
(POS) te rm in a l on re g u la to r and (NEG) v o ltm e te r
le a d to ground on re g u la to r.
2. A djust engine sp eed to a p p ro x im ately 1500
rp m , then tu rn h e a te r to m edium sp eed and tu rn
a ll o th e r e le c tr ic a l lo ad "O F F ." D isco nnect neg­
a tiv e cab le fro m the b a tte ry .
3. P la c e a th e rm o m e te r a p p ro x im ate ly 1 /4 ”
fro m re g u la to r c o v e r and o p e ra te fo r approx-
m a te ly 15 m in u tes.
4. C o m p are v o ltm e te r re a d in g w ith th o se given
u n d e r a p p licab le re g u la to r in "S p ec ific atio n s" at
end of th is se c tio n .
5. If v o ltm e te r is not w ithin lim its lis te d in
"S p ec ific a tio n s," rem o v e plug fro m the re g u la to r
c o v e r and in s e r t a th in -b la d e d s c re w d riv e r into
ad ju stm e n t s c re w .
NOTE: A fte r two n o tches in e ith e r d ire c tio n
th e r e is a p o sitiv e sto p .
Sec. 6Y-47
IM PORTANT: DO MOT fo rc e adjusting sc re w
beyond n o rm a l stop. F o rcin g the sc re w beyond the
n o rm a l stop w ill d e stro y the re g u la to r.
6. F o r an u n d e rc h a rg ed b a tte ry , r a is e voltage
se ttin g by tu rn in g ad ju stin g sc re w one notch (clock­
w ise), then check fo r an im proved b a tte ry condition
a fte r a s e rv ic e p e rio d of rea so n ab le length.
7. F o r an o v e rc h a rg ed b a tte ry , lo w er voltage
se ttin g by tu rn in g ad ju stin g sc re w one notch (coun­
te rc lo c k w ise ), then check fo r an im p ro v ed b a tte ry
condition a fte r a s e rv ic e p e rio d of re a so n a b le
length.
8. If re g u la to r cannot be a d ju ste d to w ithin
lim its lis te d in "S p ecifica tio n s," a t end of th is
se c tio n , re p a ir o r re p la c e the re g u la to r.
REGULATOR REPLACEMENT
AND REPAIR
REGULATOR REMOVAL
1. D isconnect the negative cable fro m b a tte ry .
2. C arefu lly lift up on re g u la to r w irin g h a r ­
n e ss con n ecto r w ith one hand and w ith the o th e r,
pu ll h a rn e s s co n n ecto r fro m re g u la to r.
3. R em ove re g u la to r m ounting s c re w s , then
rem o v e re g u la to r a sse m b ly .
REGULATOR REPA IR
W ith th e re g u la to r on w ork bench rem o v e the
c o v er and in sp e c t v ario u s com ponents, connections,
and field re la y co n tact p o in ts fo r sig n s of dam age.
If fie ld re la y co n tact po in ts a r e d irty o r o x i­
dized, they should be clean ed . The contact s u rfa c e s
m ay oxidize and develop a slig h t cavity. T h ese
s u rfa c e s should be clean ed to b a re m etal using a
r if f le r file .
IMPORTANT: DO NOT file ex c e ssiv e ly .
If the voltage re g u la to r cannot be ad ju ste d to
w ithin lim its lis te d in "S p ecificatio n s" a t end of
th is se c tio n , re p la c e the re g u la to r a sse m b ly .
REGULATOR INSTALLATION
IMPORTANT: M ake s u re one b a tte ry cable is
d isco n n ected fro m b a tte ry .
1. P la c e r e g u la to r- to -g e n e ra to r ground w ire
on re g u la to r m ounting and in s ta ll re g u la to r a t­
taching s c re w s .
2. L ift up on re g u la to r te rm in a l la tc h and in ­
s e r t w irin g h a rn e s s con n ecto r ov er re g u la to r te r m ­
in a ls.
IMPORTANT: Make s u re co n n ecto r is fully
engaged o v e r te rm in a ls and locked in p o sitio n .
C heck by attem p tin g to p u ll co n n ecto r a p a rt.
3. C onnect b a tte ry cab le to b a tte ry te rm in a l.
CHEVROLET 40-60 TRUCK SERV.CE MANUAL
Sec. 6Y-48
A. C. GENERATING SYSTEM (NON-INTEGRAL TYPE)
FULL-TRANSISTORIZED TYPE REGULATOR
(MODEL 9000590)
GENERAL
The fu ll tr a n s is to r r e g u la to r illu s tr a te d in
fig u re 6, is u se d on v e h ic le s equipped w ith the
130-am p g e n e ra to r and s e p a ra te fie ld re la y un it.
The s e p a ra te fie ld r e la y is u se d to disco n n ect
re g u la to r feed (POS) te rm in a l fro m b a tte ry c irc u it
w hen ig nition o r c o n tro l sw itch in "O F F " p o sitio n .
NOTE: The fie ld r e la y u n its a r e n o n -a d ju st-
ab le o r re p a ira b le . If the re la y b eco m es in o p e ra tiv e
re p la c e w ith a u n it of th e s a m e type.
CAUTION: The field wire terminal
must not be grounded or flashed when the
regulator is connected into the circuit as
transistors will be instantly damaged.
OPERATING PRINCIPLES
NOTE: A g e n e ra to r, b a tte ry , s e p a ra te fie ld
re la y u n it, voltage re g u la to r, and an a m m e te r,
v o ltm e te r, o r c h arg e in d ic a to r te ll- ta le a r e u se d
in the s y s te m . A sc h e m a tic w irin g d ia g ra m of the
ch arg in g c irc u it is shown in fig u re 3 in "G e n e ra t­
ing S y stem G e n e ra l D e sc rip tio n " se c tio n p re v io u sly .
When ignition sw itch is clo sed and engine is
not running, the fie ld r e la y winding is e n e rg iz e d
cau sing fie ld r e la y c o n ta c ts to clo se .
W ith th e c o n ta c ts c lo se d , g e n e ra to r fie ld c u r ­
r e n t can be tr a c e d fro m th e b a tte ry th ro u g h the
r e la y c o n ta c ts to the re g u la to r "PO S" te rm in a l.
C u rre n t then co ntinues th ro u g h diode D1 and tr a n ­
s is to r T R -1 to th e re g u la to r "F L D " te rm in a l, and
th en th ro u g h th e g e n e ra to r fie ld winding to ground
com pletin g th e c ir c u it b ack to the b a tte ry .
When th e engine is s ta r te d and g e n e ra to r b e ­
gins to o p e ra te A .C . v o ltag es a r e induced in the
s ta to r w indings. T h e se v o ltag es a r e changed, o r
re c tifie d , to a D .C . v oltage w hich a p p e a rs a t the
output, o r "B A T" te rm in a l on th e g e n e ra to r. The
g e n e ra to r then su p p lie s c u rre n t to c h a rg e th e b a t­
te r y and o p e ra te v eh icle a c c e s s o r ie s .
A s g e n e ra to r sp e e d in c r e a s e s , the voltage
re a c h e s th e p r e - s e t v alue and th e com ponents in
th e re g u la to r c au se tr a n s is to r T R -1 to a lte rn a te ly
" tu rn -o ff" and " tu rn -o n " th e g e n e ra to r fie ld v o lt­
ag e. The re g u la to r th u s o p e ra te s to lim it th e g en­
e r a to r output v oltage to th e p r e - s e t v alue.
ANALYZING CHARGING
SYSTEM TROUBLES
NOTE: P ro c e d u re s f o r analyzing o r checking
ch arg in g s y s te m tro u b le a r e explained p re v io u sly
u n d e r "O n-V ehicle M aintenance, T e s ts , and Ad­
ju s tm e n ts ."
To check c irc u its it is n e c e s s a ry to u se an
a d a p te r ( J - 21600) a t re g u la to r.
If the tro u b le is lo c a te d in the g e n e ra to r d u r­
ing th e te s t p ro c e d u re s , r e f e r to applicable g e n e r­
a to r se ctio n fo r c o rre c tiv e p ro c e d u re s .
When analyzing the sy ste m , m ake s u re a ll
connections betw een th e b a tte ry , junction block,
and g e n e ra to r, a r e clean and tig h t. Then rem o v e
th e w irin g h a rn e s s con n ecto r fro m the re g u la to r,
and connect the a d a p te r betw een the w irin g h a rn e ss
co n n ecto r and the re g u la to r.
When th e tro u b le is found, it is not n e c e s s a ry
to m ake fu rth e r checks; how ever, it is often ad ­
v isa b le to com plete a ll checks to e n su re th a t no
o th e r tro u b le e x is ts .
The "T ro u b le A n aly sis C h a rt" on following
pag e, p ro v id e s a quick m ethod of analyzing the
fa ilu re , effect, and p ro b ab le ca u se o r c a u se s.
REGULATOR REPLACEMENT
REMOVAL
1. D isconnect the negative b a tte ry cable fro m
th e b a tte ry .
2. C arefu lly pu ll w iring h a rn e s s connector
fro m re g u la to r.
3. R em ove re g u la to r m ounting s c re w s, then
rem o v e re g u la to r asse m b ly .
INSTALLATION
IMPORTANT: Make s u re the negative b a tte ry
cable is disco n n ected fro m the b a tte ry .
PANEL BOARD ASSEMBLY
T -6 3 7
Figure 2 4 —Regulator with Bottom Plate Rem oved
CHEVROLET 40-60 TRUCK SERVICE MANUAL

Component Failure
Output T r a n s i s t o r
Shorted
Output T r a n s i s t o r
open e m i t t e r
D river Transistor
Shorted
Driver T ransistor
Open
Z e n e r Diode Sh o rt e d
Z e n e r Diode Open
Field discharge
D i o de o p en
Back bias
Di o d e op e n
B ack bias
D i o de s h o r t e d
T ransient Suppression
Di o d e o p en
F ilte r capacitor
Open
F eedback capacitor
Shorted
Feedback capacitor
O p en
O p e n r e s i s t o r in
n e g a t i v e s i d e of
voltage divider.
Open ne gative side
of p o t e n t i o m e t e r .
O p e n r e s i s t o r in
p o s i t i v e s i d e of
voltage divider.
O p e n p o s i t i v e s i de
of p o t e n t i o m e t e r .
O pen c o ll e c to r load
resistor
Open d r i v e r e m i t t e r
- base re s is to r
A. C. GENERATING SYSTEM (NON-INTEGRAL TYPE)
TROUBLE ANALYSIS CHART
S y stem Effect
High s y s t e m voltage,
Battery overcharge,
L i g h t s b u r n i n g out.
No C h a r g e
No C h a r g e
High s y s t e m v o lt ag e.
No C h a r g e
High s y s t e m voltage
S h o r t e d output t r a n s i s ­
t o r and high s y s t e m
voltage.
No C h a r g e
P o o r switching which
would cause shorted
output t r a n s is to r .
Output t r a n s i s t o r m a y
short from transients -
d e p e n d s on a p p l i c a t i o n .
P o o r switching m a y or
m a y n o t f a i l o u tp u t
transistor.
High s y s t e m vo ltage.
P o o r switching which
could c a u s e sh o r te d
output t r a n s i s t o r .
High s y s t e m voltage.
No C h a r g e
No C h a r g e
P o o r switching which
will s h o r t output
transistor.
High s y s t e m volt age .
Sec. 6Y-49
P ro b a b le Cause
1. F t e r m i n a l of g e n e r a t o r h a s b e e n g r o u n d e d .
2. P o o r g r o u n d in s y s t e m o r p o o r c o n n e c t i o n a t g e n e r a t o r
or reg ulator.
3. R e g u la t o r too hot.
4. G r o u n d in w i r i n g b e t w e e n F of g e n e r a t o r a n d r e g u l a t o r .
5. Defective t r a n s i s t o r .
6. S h o r t e d f i e l d i n g e n e r a t o r .
1. S e v e r e g r o u n d a t F t e r m i n a l of g e n e r a t o r .
2. S e v e r e g r o u n d i n w i r i n g b e t w e e n F of g e n e r a t o r and
regulator.
3. G e n e r a t o r f i e ld c o m p l e t e l y s h o r t e d .
1. R e v e r s e b a t t e r y p o l a r i t y .
2. H i g h p o s i t i v e t r a n s i e n t f r o m a n e x t e r n a l s o u r c e .
3. D e f e c t i v e t r a n s i s t o r .
1. D e f e c t i v e t r a n s i s t o r .
1. R e v e r s e b a t t e r y p o l a r i t y .
2. H i g h s y s t e m v o l t a g e .
3. Defect iv e z e n e r .
1. D e f e c t i v e z e n e r .
1. R e v e r s e b a t t e r y p o l a r i t y .
2. D e f e c t i v e d i o d e .
1. S e v e r e g r o u n d a t F t e r m i n a l of g e n e r a t o r .
2. S e v e r e g r o u n d i n w i r i n g b e t w e e n F of g e n e r a t o r and
regulator.
3. G e n e r a t o r field c o m p l e t e l y sh o r te d .
4. D e f e c t i v e d i o d e .
1. F t e r m i n a l of g e n e r a t o r h a s b e e n g r o u n d e d .
2. P o o r g r o u n d in s y s t e m o r p o o r c o n n e c t i o n a t g e n e r a t o r
3. R e g u l a t o r too hot.
4. G r o u n d in w i r i n g b e t w e e n F of g e n e r a t o r a n d r e g u l a t o r .
5. Defect iv e t r a n s i s t o r .
6. S h o r t e d f i e l d i n g e n e r a t o r .
7. D e f e c t i v e d i o d e .
1. R e v e r s e b a t t e r y p o l a r i t y .
2. H i g h p o s i t i v e t r a n s i e n t f r o m e x t e r n a l s o u r c e .
1. D e f e c t i v e c o n n e c t i o n .
2. D e f e c t i v e c a p a c i t o r .
Defective capacitor.
1. P o o r c o n n e c t i o n .
2. D e f e c t i v e c a p a c i t o r .
Defective r e s i s t o r or p oten tiom eter.
Defective r e s i s t o r or po tentio m eter.
Defective r e s i s t o r .
Defective r e s i s t o r .
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 6Y-50

A. C. GENERATING SYSTEM (NON-INTEGRAL TYPE)

POTENTIOMETER ZENER
H EA T A D JU S T IN G
IN S U L A T O R SIN K LEV ER IN S U L A T O R VO LTAGE <R-4 > DI0DE (D-2)
DIVIDER FIELD I DRIVER
RESISTOR DISCHARGE \ BACK-BIAS COLLECTOR
(R-3) DIODE (D-3) \ DIODE (D -l)

VO LTAGE
DIVIDER
D R IV ER PO W ER RESISTOR
T R A N S IS T O R (TR-2) T R A N S IS T O R (TR-1) (R-5)

FEED-BACK ------ FILTER

CAPACITO R (C -l) CAPACITOR (C-2)
T -7 6 3
PANEL BOARD (UNDERSIDE)

Figure 2 5 —Top Side of Panel Board A ssem bly

1. P la c e re g u la to r - to - g e n e r a to r ground w ire
on re g u la to r m ounting and in s ta ll re g u la to r a tta c h ­
ing s c re w s .
2. I n s e r t w irin g h a rn e s s co n n ecto r into re g u ­
la to r re c e p ta c le .
3. C onnect b a tte ry cab le to b a tte ry te rm in a l.

REGULATOR REPAIR
To check th e re g u la to r fo r d efective com pon­
en ts, p ro c e e d a s follow s:
1. R em ove the b o tto m p la te fro m the re g u la to r
(fig. 24).
2. R em ove the th r e e p an el b o a rd attach in g
s c re w s id en tified by a rro w s (fig. 24), and lift the
a sse m b ly fro m th e housing.
3. To aid in re a s s e m b ly , note o r m ake any
identifying m a rk in g s on th e two tr a n s is to r s and
th e ir re s p e c tiv e lo c a tio n s on the p an el b o a rd and
h e a t sin k a sse m b ly (fig. 26).
4. Note th e in s u la to rs betw een the tr a n s is to r s
and the h eat sin k , and th e in s u la to rs se p a ra tin g the
h e a t sin k fro m the p an el b o a rd (fig. 26).
5. R em ove th e t r a n s is to r attach in g s c re w s ,
and s e p a ra te th e t r a n s is to r s and h eat sin k fro m
th e pan el b o ard .
W ith the t r a n s is to r s s e p a ra te d fro m th e a s ­
sem b ly , an o h m m e te r m ay be u se d to check the
tr a n s is t o r s and com ponents on th e p an el b o a rd fo r
d e fe c ts. An o h m m e te r having a V/2- \o \t c e ll, w hich
is the type u su ally found in s e rv ic e sta tio n s , is
reco m m en d ed . The low ran g e s c a le on th e ohm ­
m e te r should be u sed .
CIRCUITS W ITHIN REG ULATO R
Figure 2 6 —Under Side of Panel Board A ssem bly
If a com ponent p a r t of the panel b o a rd is found
to be faulty, it should be re p la c e d b e fo re p ro c e e d ­
ing w ith the rem ain in g ch ecks. A 25 w att so ld e rin g
gun is recom m ended, and a 60% tin 40% le a d so ld e r
should be u sed when re -s o ld e r in g . Avoid ex c essiv e
h eat w hich m ay dam age the panel b o ard . Chip away
any epoxy involved, and apply new epoxy w hich is
c o m m e rc ia lly a v a ila b le. The com ponent p a r ts a re
id en tified in fig u re s 25 and 26.
In o rd e r to check the panel b o a rd a ssem b ly ,
it is n e c e s s a ry to u n so ld e r the e m itte r- b a s e r e ­
s is to r a t lo cation shown in fig u re 27.
In a ll of the follow ing checks, connect the ohm ­
m e te r a s shown, then r e v e r s e o h m m eter le a d s to
obtain two re a d in g s.
NOTE: R e fe r to fig u re s 25 and 26 fo r id e n tifi­
cation and lo cation of following com ponents:

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 6Y-51

A. C. GENERATING SYSTEM (NON-INTEGRAL TYPE)

C H E C K IN G C H E C K IN G
CH ECKIN G C H E C K IN G VO LTAG E- VO LTAG E-
ZEN ER D R IV ER -C O LLEC T O R D IV ID E R D IV ID E R
DIODE R E S IS T O R R-3 R E S IS T O R R-5
R ESIST O R
D
A B C

UNSOLDER

C H EC K IN G C H EC K IN G C H E C K IN G
SU P P R ESS IO N FILTER FEED -BACK
DIODE C A P A C IT O R C A P A C IT O R
1-765 C H E C K IN G C H E C K IN G
P O T E N T IO M E T E R P O T E N T IO M E T E R T-766

Figure 2 7 —Checking Regulator Circuits

Figure 2 8 —Checking Regulator Circuits
FEED -B A C K CAPACITOR (C l),
( P a r t A, F ig. 27) FIELD-DISCHARGE DIODE (D3),
If both re a d in g s a r e z e ro , th e c a p a c ito r is d e­ ( P a r t F , F ig. 27)
fe c tiv e . V isu ally in sp e c t fo r open s o ld e re d connec­ R eplace th e diode if both rea d in g s a r e z e ro , if
tio n s and b ro k en le a d s i both re a d in g s a r e in fin ite, o r if both a r e id e n tic a l.

F IL T E R CAPACITOR (C2), DRIV ER-CO LLECTO R RESISTOR,

( P a r t B, F ig. 27) ( P a r t A, F ig. 28)
If both re a d in g s a r e z e ro , the c a p a c ito r is d e­ If both re a d in g s a r e infinite, the r e s i s t o r is
fe c tiv e . V isually in sp e c t fo r open so ld e re d connec­ open.
tio n s and b ro k en le a d s . To a ss e m b le a new c a p a c­
ito r p ro p e rly , note lo catio n of th e "+" identifying VOLTAGE-DIVIDER RESISTOR (R3),
m a rk in fig u re 26. (P a rt B, F ig. 28)
If one re ad in g is in fin ite o r n e a rly in fin ite, o r
SUPPRESSION DIODE (D4), if both re a d in g s a r e in fin ite o r n e a rly in fin ite, the
( P a r t C, F ig . 27) r e s i s t o r is open.
If the two re a d in g s a r e id e n tic a l, the diode is
fau lty . VOLTAGE DIVIDER RESISTOR (R5),
( P a r t C, F ig. 28)
ZENER DIODE (D2), If one re ad in g is infinite o r n e a rly infin ite, o r
( P a r t D, F ig . 27) if both re a d in g s a r e infinite o r n e a rly infin ite, the
R ep lace th e diode if both re a d in g s a r e z e ro , r e s i s t o r is open.
o r if both re a d in g s a r e in fin ite .
PO TEN TIO M ETER,
BACK-BIAS DIODE (D l), (P a r ts D and E, F ig . 28)
( P a r t E , F ig . 27) If one re a d in g is in fin ite o r n e a rly in fin ite in
R ep lace th e diode if both re a d in g s a r e z e ro , P a r t D, the p o te n tio m e te r is open. If both rea d in g s
if both re a d in g s a r e in fin ite, o r id e n tic a l. a r e infin ite in P a r t E , th e p o te n tio m e te r is open.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 6Y-52
A. C. GENERATING SYSTEM (NON-INTEGRAL TYPE)
Figure 2 9 —Checking Transistors for Shorts
NOTE: When in sta llin g a new p o te n tio m e te r,
lo c a te th e ad ju stin g le v e r in a v e rtic a l p o sitio n
(fig. 26), tu rn th e p o te n tio m e te r r e s is ta n c e a d ju s t­
m ent to th e m iddle p o sitio n , then u se a so ld e rin g
iro n to m elt th e le v e r into p o te n tio m e te r.
EM ITTER-BA SE RESISTOR
(OHMMETER CHECK NOT ILLUSTRATED)
Since th is r e s i s t o r h as been u n so ld e re d fro m
th e pan el b o a rd a t one end, m e re ly connect an o hm ­
m e te r a c r o s s th e r e s i s t o r - an infin ite read in g in ­
d ic a te s an open. R ep lace if d efectiv e.
DRIVER AND POWER TRANSISTORS
(R efer to F ig . 29)
If both re ad in g s in Step 1 a r e z e ro , o r if both
re a d in g s a r e v e ry low and id e n tic a l, th e tr a n s is to r
is sh o rte d . S im ila rly , if both re a d in g s in Step 2,
o r in Step 3, a r e z e ro o r v ery low and id en tical,
the tr a n s is to r is sh o rte d .
DRIVER AND POWER TRANSISTORS
(TR -1 AND T R -2), (R efer to F ig. 30)
If both re a d in g s in Step 1 a r e in fin ite, o r if
both re a d in g s a r e v ery high and id en tic al, the tr a n ­
s is to r is open. S im ila rly , if both re a d in g s in Step
2 a r e in finite o r v ery high and id en tic al, th e tr a n ­
s is to r is open.
REASSEMBLY AND FINAL CHECK
D uring a sse m b ly , coat w ith silic o n g re a s e
both sid e s of the fla t in s u la to rs u se d betw een the
tr a n s is to r s and heat sin k , and a lso th e heat sin k on
th e sid e on w hich the tr a n s is to r s a r e m ounted. The
silic o n g r e a s e in c re a s e s heat conduction.
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 6Y-53

A. C. GENERATING SYSTEM (NON-INTEGRAL TYPE)

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 6Y-54

A. C. GENERATING SYSTEM (NON-INTEGRAL TYPE)

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 6Y-55

A. C. GENERATING SYSTEM (NON-INTEGRAL TYPE)

TROUBLE ANALYSIS CHART (CONT.)

If voltage reading increased: If voltage reading remains low:

Defective regulator, wiring or field relay is indicated. FAULT IS:
Proceed as follows: 1. Worn or dirty brushes.
Remove jumper lead, then remove wiring connector from 2. Open or shorted generator field.
regulator and connect voltmeter "POS" lead to "POS" term ­
inal in wiring connector and "NEG" voltmeter lead to field
terminal in connector.

P ° S. N EG .

W IRING CONNECTOR

If voltmeter reading is "O" wiring or field relay If voltmeter reading is obtained, voltage regulator
is open. is open or ground circuit is defective.
1. Between field terminal of regulator and gener­ Proceed as follows:
ator field.
2. Circuit is open between "POS" terminal of wir­
ing connector and field relay.
3. Field relay is defective. Remove "NEG" voltmeter lead from regulator wir­
Proceed as follows: ing connector and connect to "NEG" terminal of
Locate field relay unit and note Part Number. Con­ wiring connector.
nect voltmeter "POS" lead to relay "BAT"terminal
and "NEG" lead to ground.

If reading is "O," ground wire to regulator is open.

If voltmeter reading is obtained, a defective reg­

1115827 RELAY ulator is indicated. Remove regulator and repair.

If voltmeter reading is obtained, connect ’TOS" If voltmeter reading is "O," wiring is open be­
voltmeter lead to regulator terminal of field relay. tween relay terminal and battery.

If voltmeter reading is obtained, connect voltmeter If voltmeter reading is "O," wire from relay term ­
"POS" lead to coil terminal of field relay. inal to regulator terminal is open.

If voltmeter reading is "O" wiring is open between

field relay terminal and ignition switch on vehicles
equipped with the 1115841 field relay or to "R"
terminal of generator on vehicles equipped with
the 1115827 field relay.

If voltmeter reading was obtained, field relay is

defective. Remove relay and replace.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 6Y-56

A. C. GENERATING SYSTEM (NON-INTEGRAL TYPE)

NON-INTEGRAL TYPE GENERATOR SPECIFICATIONS

1117754
GENERATOR MODEL 1100838 1100842 1100849 1117782 1117128
M ake.............................................................. ............ Delco-Remy Delco-Remy Delco-Remy Delco-Remy Delco-Remy
Series............................................................. ............ 10DN 10DN 10DN 20DN 40DN
T yp e.............................................................. ............ 100 100 100 150 125
Rotation (Viewing Drive E nd ).................. ............ Clockwise Clockwise Clockwise Clockwise Clockwise
Brush Spring Tension (O z.)...................... — — — — 10
Field Curient at 80° F.
Amps...................................................... ............ 2.2-2.6 2.2-2.6 2.2-2.6 4.1-4.6 2.2-2.4
Volts....................................................... ............ 12 12 12 12 12
Cold Output
Specified V olts..................................... ............ 14.0 14.0 14.0 14.0 14.0
Amps..................................................... ............ 25 28 33 20 (b) 40 (b)
Generator RPM (A p p ro x.)................. ............ 2000 2000 2000 1100 1100
Amps..................................................... ............ 35 40 58 55 (b) 126 (b)
Generator RPM (A p p ro x.)................. ............ 5000 5000 5000 2500 2500
Rated Hot Output (Amps) (a ).................. ............ 37 42 61 62 130
(a) Rated Hot Output at Maximum Operating Speed.
(b) If Generator Output is checked without a Regulator, the Output should be 5-10% higher than the value given.

TWO-UNIT TYPE REGULATOR

(MODEL 1119515)
MAKE DELCO-REM Y
MODEL 1119515
Field Relay
A ir Gap (In .) (a )..................................................................................... 0.015
Point Opening (In .)................................................................................ 0.030
Closing Voltage Range........................................................................... 1.5-3.2
Voltage Regulator
A ir Gap (In .) (Approx.) ( b ) .................................................................. 0.067
Point Opening (In .)................................................................................ 0.014
Voltage C hart.......................................................................................... No. 1
(a) Tolerance Plus or Minus 20%
(b) Make Field Adjustment as Per Text.

TEM PERA TU RE VOLTAGE CHART NO. 1

Degree F................................ 65 85 105 125 145 165 185

Voltage Setting.................... 13.9-15.0 13.8-14.8 13.7-14.6 13.5-14.4 13.4-14.2 13.2-14.0 13.1-13.9
^Operation on Lower Contacts Must be 0.1-0.4 Volt Lower Than on Upper Contacts.

FULL TRANSISTOR TYPE REGULATOR

(MODEL 1116378)
MAKE DELCO-REM Y
MODEL 1116378
Field Relay
Closing Voltage Range........................................................................... 2.0-3.0
Voltage Chart (a ).................................................................................... No. 2
(a) Allowable Range at “ 0” Position of Adjusting Screw.

T EM P ER A T U R E-V O LT A G E CHART NO. 2

Regulator Ambient Temp. (Deg. F.)............ 65 85 105 125 145 165 185
Voltage Setting Range..................................... 14.1-14.8 13.9-14.7 13.7-14.5 13.6-14.3 13.4-14.2 13.2-14.0 13.1-13.8

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 6Y-57

A. C. GENERATING SYSTEM (NON-INTEGRAL TYPE)

SPECIFICATIONS (CONT.)

FULL TRANSISTOR TYPE REGULATOR

SPECIFICATIONS
Make.......................................
M odel.....................................
Voltage Setting (a )..............
(a) Allowable Range at “ 0 ”
................................. Delco-Remy
................................. 9000590
................................. 13.7-14.3
Position of Adjusting Screw.

FIELD RELAY UNIT SPECIFICATIONS

Relay Model............................................................. 1116972
Make........................................ ................................. Delco-Remy
Air Gap at Core
Points Closed (In .)............ ................................. 0.010 (M in.)
Point Opening ( In . ) .............. ................................. 0.015-0.025
Closing Voltage Range.......... ............................... 7-9
Sealing Voltage...................... ............................... 11.0 Max.

GENERATOR TORQUE SPECIFICATIONS

TYPE OF TORQUE
ITEM PART (FT. LBS.)
Generator Pulley N ut......................................................................... .......... Nut 55-65
Generator Adjusting Arm Pivot Bolt
With 37-, or 42-Amp. Generator.............................................. .......... Bolt 15-20
With 61-Amp. Generator........................................................... .......... Bolt 20-25
With 62-Amp. Generator........................................................... Bolt 25-30
With 130-Amp. Generator......................................................... .......... Bolt 30-35
Generator to Mounting Bracket Pivot Bolt*
With 37-, or 42-Amp. Generator*............................................ .......... Nut 15-20
Bolt 25-30
With 61-Amp. Generator........................................................... .......... Nut 15-20
Bolt 30-35
With 62-Amp. Generator........................................................... .......... Nut 35-45
Bolt 40-50
With 130-Amp. Generator......................................................... .......... Nut 25-30
Generator Support Bracket-To-Mounting Bracket....................... .......... Bolt 40-50
Generator Mounting Bracket-To-Engine
With 37-, or 42-Amp. Generator.............................................. .......... Nut 25-30
Bolt 45-55
With 61-Amp. Generator........................................................... .......... Nut 25-35
Bolt 45-55
With 62-Amp. Generator........................................................... .......... Bolt 40-50
With 130-Amp. Generator......................................................... .......... Bolt 40-50
^Tighten Pivot Bolts prior to tightening other mounting bolts.

CHEVROLET 40-40 TRUCK SERVICE MANUAL

Sec. 6Y-58

AUe^m aiina QuW etU QeneficMsuf Sif&tem

(INTEGRAL TYPE)

T he in te g ra l (g e n e ra to r w ith so lid s ta te re g u la to r b u ilt in) type

a lte rn a tin g c u rre n t g e n e ra to r is u se d a s sta n d a rd and optional equip­
m ent on v e h ic le s shown in the Model A pplication C h a rt below:
R e fe r to "M odel A pplication C h a rt" below and "S p ec ifica tio n s" at
end of th is se c tio n . T h is se c tio n is divided into su b -se c tio n s shown in
th e Index following:
S ubject P a g e No.
M odel A pplication C h a rt ...................................................................... 6Y -58
4 2 -, 61-A m p. G enerating S ystem ........................................................6Y -58
100-Am p. G en erating System ............................................................... 6Y -64
In te g ra l Type A lternating C u rre n t G enerating
S ystem S pecifications ................................................................... 6Y -68

MODEL APPLICATION CHART

AMPERAGE TRUCK SERIES GENERATOR

STANDARD
42-A m p. - CE/ME-60 ................................................................... ....1100547
OPTIONAL
42-A m p. - C E -5 0 (0 2 -0 3 ) ............................................................ ... 1100547
61-A m p. - CE-50; CE/ME-60 ..................................................... 1100548
100-A m p. - S E /S S -5 0 ....................................................................... 1117141

42- AND 61-AMP. GENERATING SYSTEM

GENERAL DESCRIPTION OPERATING PRINCIPLES

The g e n e ra to r illu s tr a te d in fig u re 1, fe a tu re s A ty p ical w iring d ia g ra m is illu s tra te d in fig ­

a so lid s ta te r e g u la to r m ounted in sid e the g e n e r­
a to r slip rin g end fra m e . A ll re g u la to r com ponents
a r e en clo sed in a so lid m old. T h is u n it, along with
th e b ru s h h o ld e r a s se m b ly , is a ttach ed to the slip
rin g end fra m e . The re g u la to r v oltage se ttin g is
not ad ju sta b le .
The g e n e ra to r ro to r b e a rin g s contain a supply
of lu b ric a n t su fficien tly ad equate to e lim in a te th e
need fo r p e rio d ic lu b ric a tio n . Two b ru s h e s c a r r y
c u rr e n t thro u g h two s lip rin g s to th e fie ld co il.
The s ta to r w indings a r e a sse m b le d on th e in ­
sid e of a lam in ated c o re th a t fo rm s p a r t of the
g e n e ra to r fra m e . A r e c tif ie r b rid g e connected to
th e s ta to r w indings co n tain s six d iodes, and e le c ­
tr ic a lly changes th e s ta to r A .C. v o ltag es to a D .C.
v o ltage w hich a p p e a rs at the g e n e ra to r output
te rm in a l. G e n e ra to r fie ld c u rre n t is su p p lied
th ro u g h a diode tr io connected to the s ta to r w ind­
in g s. A c a p a c ito r, o r co n d en ser, m ounted in the
end fra m e p ro te c ts th e r e c tif ie r b rid g e and diode
tr io fro m high v o ltag es, and s u p p re s s e s ra d io n o ise.
u r e 2. The b a sic o p e ra tin g p rin c ip le s a r e explain­
ed a s follow s:
When ignition sw itch is clo sed , c u rre n t fro m
th e b a tte ry flows through the r e s is to r to g e n e ra to r
No. 1 te rm in a l, th rough r e s is to r R l, diode D l, and
th e b a s e - e m itte r of tr a n s is to r TR1 to ground, then
back to th e b a tte ry . T h is tu rn s on tr a n s is to r TR1,
and c u rre n t flow s through th e g e n e ra to r fie ld coil
and TR1 b ack to the b a tte ry . The ignition r e s is to r
re d u c e s to ta l c irc u it re s is ta n c e to p ro v id e higher
fie ld c u rre n t fo r in itia l voltage build-up when the
engine s ta r ts .
W ith g e n e ra to r o p era tin g , A .C. v o ltages a r e
g e n e ra te d in the s ta to r w indings, and the s ta to r
su p p lies D .C. fie ld c u rre n t through th e diode tr io ,
th e field , TR1, and then through the grounded diodes
in th e r e c tif ie r b rid g e back to the s ta to r . The six
diodes in th e r e c tif ie r b rid g e change the s ta to r
A .C . vo ltag es to a D .C. voltage w hich a p p e a rs b e ­
tw een ground and g e n e ra to r "B A T" te rm in a l. A s

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 6Y-59

A. C. GENERATING SYSTEM (INTEGRAL TYPE)

Figure 1 - 4 2 - or 61-Am p. Integral Type A lternating Current Generator (Typical)

g e n e ra to r sp e e d in c r e a s e s , c u rre n t is p ro v id ed At re g u la r in te rv a ls , in sp e c t g e n era tin g s y s ­

fo r ch arg in g th e b a tte ry and o p e ra tin g e le c tric a l te m to lo c a te and c o r r e c t p o te n tia l ca u se s of tro u b le
a c c e s s o r ie s . b e fo re g e n eratin g s y s te m p e rfo rm a n c e is affected.
The No. 2 te rm in a l on the g e n e ra to r is alw ays
1. C heck g e n e ra to r d riv e b e lt ten sio n and
connected to th e b a tte ry , but the d isc h a rg e c u rr e n t
ad ju st if n e c e s s a ry . See p ro c e d u re la te r u n d e r
is lim ite d to a neglig ib le value by th e high r e s i s t ­
"G e n e ra to r D riv e B elt T ension A d ju stm en t."
an c e s of R2 and R 3. A s g e n e ra to r sp eed and v o lt­
2. Check g e n e ra to r mounting and ad justing
ag e in c re a s e , th e v oltage betw een r e s is to r s R2
a r m b o lts and tighten a s n e c e s s a ry .
and R3 in c r e a s e s to th e point w h ere z e n e r diode
3. C heck a ll e le c tric a l connections fo r tig h t­
D2 conducts. T r a n s is to r TR2 th en tu rn s on and
n e s s and c o rro s io n . C lean and tighten connections
TR1 tu rn s off. W ith TR1 off, fie ld c u rre n t and
a s n e c e s s a ry . Be s u re w irin g in su latio n is in good
s y s te m voltage d e c re a s e , and D2 blocks c u rre n t
condition, and th a t a ll w irin g is se c u re ly clipped
flow , cau sin g TR1 to tu rn back on. The fie ld c u rre n t
to p re v e n t chafing th e in su latio n .
and sy s te m v oltage in c r e a s e . T h is cy cle re p e a ts
4. W ith engine running, liste n fo r n o ise and
m any tim e s p e r seco n d to lim it g e n e ra to r voltage
check g e n e ra to r fo r v ib ratio n . If g e n e ra to r is
to a p r e - s e t value.
noisy o r v ib ra te s e x c e ssiv e ly , it should be re m o v ­
C a p a c ito r C l sm o o th s out th e voltage a c r o s s
ed fo r insp ectio n and r e p a ir .
R3, r e s is t o r R4 p re v e n ts e x c e ssiv e c u rre n t through
5. C heck b a tte ry e le c tro ly te lev e l and sp e c ific
TR1 a t high te m p e r a tu r e s , and diode D3 p re v e n ts
g ra v ity . R ep len ish e le c tro ly te lev el, a s n e c e s s a ry .
high induced v o ltag es in th e fie ld w indings when
TR1 tu rn s off.
PRECAUTIONS
GENERATING SYSTEM O b serv e the follow ing p re c a u tio n s when p e r ­
MAINTENANCE fo rm in g s e rv ic e o p e ra tio n s on the a lte rn a tin g c u r ­
re n t g e n era tin g sy ste m . F a ilu re to o b se rv e th e se
p re c a u tio n s m ay r e s u lt in s e rio u s dam age to the
M ost charg in g s y s te m tro u b le s show up a s an
ch arg in g sy ste m .
u n d e rc h a rg e d o r o v e rc h a rg e d b a tte ry . Since the
b a tte ry its e lf m ay be d efectiv e, it should be check­ NOTE: A b a sic w irin g d ia g ram show ing lead
ed f i r s t to d e te rm in e its condition. In the c a se of connections is shown in fig u re 3.
an u n d e rc h a rg e d b a tte ry , check fo r b a tte ry d ra in 1. E le c tric a l sy ste m is NEGATIVE GROUND.
cau sed by ground o r by a c c e s s o r ie s being le ft on. Connecting th e b a tte ry w ith p o sitiv e te rm in a l

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 6Y-60
A. C. GENERATING SYSTEM (INTEGRAL TYPE)
Figure 2 —Schematic Diagram of 42- or 61 -Am p.
Integral Type C harging System (Typical)
grounded w ill r e s u lt in s e v e re dam age to g e n e r­
a to r, b a tte ry and b a tte ry c a b le s.
2. DO NOT ground th e fie ld c irc u it a t g e n e r­
a to r .
3. N ev er o p e ra te g e n e ra to r w ith open c irc u it,
th a t is , w ith output w ire d isco n n ected fro m t e r m ­
in a l and w ith fie ld c irc u it e x te rn a lly e n e rg iz e d . B e
ab so lu te ly s u r e a ll con n ectio n s in c irc u it a r e s e ­
c u re .
4. W hen u sin g a b o o s te r b a tte ry , be s u r e to
connect negative b a tte ry te rm in a ls to g e th e r and
p o sitiv e te rm in a ls to g e th e r.
5. D isco n n ect b a tte ry le a d s w hile ch arg in g
b a tte r ie s . Do not u se a f a s t c h a rg e r a s a b o o ste r
fo r s ta r tin g th e engine. When attach in g b a tte ry
c h a rg e r le a d s to b a tte ry , connect c h a rg e r p o sitiv e
le a d to b a tte ry p o sitiv e te rm in a l and connect c h a rg ­
e r negative le a d to b a tte ry n egative te rm in a l.
6. Do not s h o rt a c r o s s o r ground any of the
te r m in a ls in th e ch arg in g c irc u it.
Figure 3 —Typical Lead Connections (42- or 6 1 -Am p.
Integral Type Generator)
7. Do not atte m p t to p o la riz e the g e n e ra to r.
8. When w orking n e a r g e n e ra to r o r re g u la to r,
d isconnect b a tte ry cable to p re v e n t ac cid en tal
grounding at g e n e ra to r te rm in a ls .
9. A lw ays disconnect b a tte ry negative lea d
when rep lac in g e le c tric a l sy ste m com ponents. T his
e lim in a te s a c c id e n tal sh o rtin g a t g e n e ra to r te r m ­
in a ls w h ere b a tte ry voltage is av a ila b le .
10. D isconnect b a tte ry n eg ative te rm in a l b e ­
fo re w elding on v eh icle, sin ce a r e v e r s e c u rre n t
fro m the w eld er may dam age g e n e ra to r diodes as
w ell a s o th e r e le c tric a l com ponents.
11. N ev er re p la c e the sp e c ia l re s is ta n c e w ire
in h a rn e s s connected to the ignition sw itch u n le ss
it is of sa m e m a te ria l and of sa m e length (approx.
60 in ches long). G en eratin g s y ste m w ill not func­
tio n w ithout th is w ire .
GENERATOR DRIVE BELT
TENSION ADJUSTMENT
B ecau se of th e h ig h er in e rtia and load capacity
of r o to r u sed w ith A .C. g e n e ra to rs , PR O PER B ELT
TENSION MUST BE MAINTAINED.
A ll g e n e ra to rs a r e p iv o t-b a se m ounted with
th e b e lt ten sio n ad ju stm en t a r m at th e top. U se a
b e lt te n sio n dial gauge to check ten sio n on each
individual b e lt. If ten sio n is not w ithin 80-90 lb s.
(used b elts) o r 100-110 lb s. (new b e lts), loosen
a d ju stm e n t a r m clam p bolt and m ove g e n e ra to r to
obtain recom m ended ten sio n .
CAUTION: When adjusting belt ten­
sion, apply pressure at center of gener­
ator, never against either end frame.
NOTE: On a new veh icle, o r a fte r having in ­
s ta lle d new b e lts, check te n sio n of belt(s) tw ice in
CHEVROLET 40-60 TRUCK SERVICE MANUAL

A. C. GENERATING SYSTEM (INTEGRAL TYPE)
f i r s t 200 m ile s of o p e ra tio n . When m aking a d ju s t­
m ent, exam ine belt(s) and re p la c e if n e c e s s a ry .
A lo o se o r b ro k en d riv e b e lt w ill affect o p e r­
atio n of g e n e ra to r. A d riv e b elt th at is too tight
w ill p la c e too m uch s tr a in on b e a rin g s.
IMPORTANT: When re p la c in g dual d riv e b e lts,
it is e s s e n tia l th a t e n tire s e t be re p la c e d at sam e
tim e . B e lts a r e a v a ila b le in m atched s e ts only.
GENERATING SYSTEM
TROUBLE SYMPTOM S
A bnorm al o p e ra tio n of the g en eratin g sy ste m
is u su a lly in d ic a te d by one o r m o re of the follow ­
ing sym ptom s:
1. B a tte ry u n d e rc h a rg e d (low sp e c ific g rav ity
of e le c tro ly te ).
2. B a tte ry u sin g an e x c e ssiv e am ount of w a te r,
in d icatin g an e x tre m e ly high ch arg in g r a te .
3. E x c e ssiv e g e n e ra to r n o ise o r v ib ra tio n .
4. F a ilu re of in d ic a to r lam p to illu m in ate
w hen ig nition sw itch is tu rn e d on (engine not ru n ­
ning) .
5. In d ic a to r lam p continues to glow w ith en­
gine running.
6. In d ic a to r lam p fa ils to go out when ignition
o r c o n tro l sw itch is tu rn e d off.
7. A m m e te r show s high charging r a te w ith a
fully c h a rg e d b a tte ry .
INSERT SCREWDRIVER
TAB GROUND TAB TO
Figure 4 —End V iew o f 42- or 6 1 -Am p.
Integral Type Generator (Typical)
Sec. 6Y-61
8. A m m eter show s low o r no c h arg e w ith a
p a rtia lly d isc h a rg e d b a tte ry .
GENERATOR ON-VEHICLE TESTS
The following is a lis t of the m ost com m on
g e n e ra to r d efects encountered:
1. Open o r sh o rte d g e n e ra to r diodes.
2. Open, sh o rte d , o r grounded s ta to r winding.
3. Open, sh o rte d , o r grounded field winding.
4. W orn g e n e ra to r b ru sh e s.
5. E x c e ssiv e g e n e ra to r n o ise .
G e n e ra to r diodes and s ta to r w indings should
be checked a s explained u n d e r "G e n e ra to r Output
T e s t" la te r in th is se c tio n . If a defect is in d ic ated
by th is te s t, rem o v e g e n e ra to r and re p a ir.
E x c e ssiv e g e n e ra to r n o ise is u su ally the r e ­
su lt of one o r m o re of the following:
1. B ru sh "sq u ea l" c a u se d by a h a rd spot on
one of the b ru s h e s of rough o r d irty slip rin g s . To
check fo r b ru sh " s q u e a l," rem o v e g e n e ra to r d riv e
b e lt and sp in g e n e ra to r d riv e pulley by hand. L ift
b ru sh e s off slip rin g s and spin d riv e pulley again.
If n o ise d is a p p e a rs , cle an and in sp e ct slip rin g s
and re p la c e b ru sh e s if w orn.
2. D ry o r rough b e a rin g s in end fra m e .
CAUTION: Dry or rough bearings may
be the result of over-tightening generator
drive belt(s), loose generator mountings,
or an unbalanced generator fan or pulley.
3. A defective diode o r s ta to r re su ltin g in an
e le c tric a l unbalance.
To check fo r a d efectiv e diode o r s ta to r , p e r ­
fo rm " G e n e ra to r O utput T e s t" explained la te r in
th is se c tio n . If a defect is indicated by th is te s t,
rem o v e g e n e ra to r and re p a ir .
STATIC CHECK
B efo re m aking any e le c tric a l ch eck s, v isu ally
in sp e c t a ll connections, including s lip -o n connec­
to r s , to m ake s u r e they a r e clean and tig h t. In sp e ct
a ll w irin g fo r c ra c k e d , fray e d , o r b roken in su l­
a tio n . Be s u re g e n e ra to r mounting b o lts a r e tight
and unit is p ro p e rly grounded. C heck fo r lo o se fan
b elt.
UNDERCHARGED BATTERY
CONDITION CHECK
T his condition, a s evidenced by slow cranking
and low sp e c ific g rav ity re a d in g s, can be cau sed
by one o r m o re of the follow ing conditions even
though the a m m e te r m ay be o p eratin g n o rm ally:
1. In su re th a t the u n d e rc h a rg e d condition has
not been cau sed by a c c e s s o r ie s having been left
on fo r extended p e rio d s.
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 6Y-62

A. C. GENERATING SYSTEM (INTEGRAL TYPE)

2. C heck th e d riv e b e lt fo r p ro p e r ten sio n .

3. C heck b a tte ry . T e s t is not v alid u n le ss b a t­ OHMMETER OHMMETER
te ry is good and fully ch arg ed . INSULATING
4. In sp ect the w irin g fo r d e fe c ts. Check a ll WASHERS
connections fo r tig h tn e ss and c le a n lin e ss, includ­ 1 2
ing th e s lip c o n n ecto rs at th e g e n e ra to r and f ir e
w all, and th e cab le clam p s and b a tte ry p o sts.
5. W ith ig nition sw itch on connect a v o ltm e te r
fro m g e n e ra to r "B A T" te rm in a l to ground. A z e ro
re ad in g in d ic a te s an open betw een v o ltm e te r con­
n ection and b a tte ry . A lso, disco n n ect w irin g h a r
n e s s at g e n e ra to r No. 1 and No. 2 te rm in a ls , and
connect v o ltm e te r fro m No. 1 h a rn e s s te rm in a l to
ground. A z e ro re a d in g in d ic a te s an open betw een
v o ltm e te r connection and b a tte ry . R econnect h a r ­
n e s s to No. 1 and No. 2 te r m in a ls .
NOTE: If p re v io u s Steps 1 thro u g h 5 check
s a tis fa c to rily , check g e n e ra to r a s follow s:
6. C onnect a v o ltm e te r in th e c irc u it at the
"B A T " te rm in a l of th e g e n e ra to r.
7. O p e ra te engine at m o d erate sp eed (approx­
im a te ly 1500-2000 rpm ) and tu rn on e le c tr ic a l
lo ad s (high b eam h ead lig h ts, w indshield w ip e r,
h e a te r o r A /C b lo w er, ra d io , e tc .). CAPACITOR DIODE
NOTE: W ithout su fficien t e le c tr ic a l lo ad to ATTACHING TRI°
RECTIFIER NUTS
dem and m axim um g e n e ra to r output th e follow ing
BRIDGE
voltage check is inv alid .
8. O b se rv e v o ltm e te r read in g :
a. If re a d in g is 12.8 volts o r m o re , g e n e ra to r Figure 5 —Slip Ring Fnd Frame
is not d efectiv e. T u rn off e le c tr ic a l lo a d s, stop (42- or 6 1 -Am p. Integral Type Generator)
engine and d isco n n ect te s t equipm ent. R echeck
S teps 1 thro u g h 5. 3. If b a tte ry and No. 2 le ad c irc u it check good,
b. If read in g is le s s th an 12.8 v o lts, ground but an obvious o v e rc h a rg e condition e x ists a s e v i­
fie ld winding by in s e rtin g a s c re w d riv e r into the denced by e x c e ssiv e b a tte ry w a te r u sag e, p ro c e e d
te s t hole in the end fra m e (fig. 4). a s follow s: ^
a . R em ove the g e n e ra to r, then rem o v e fo u r
CAUTION: T A B IS W ITHIN &-INCH th ro u g h -b o lts, and se p a ra te the d riv e end fra m e
OF CASTIN G SU R F A C E. DO NOT FO RCE and r o to r assem b ly fro m the s ta to r a sse m b ly by
SC R EW D R IV E R D E E P E R THAN 1-INCH p ry in g a p a rt w ith a s c re w d riv e r a t the s ta to r slo t.
INTO END F RA ME . b. Connect o h m m ete r u sin g low est range s c a le
fro m b ru sh le a d clip to end fra m e a s shown in Step
(1) If voltage in c r e a s e s (13 v o lts and above) 1 in fig u re 5, then r e v e r s e le ad connections.
re g u la to r is d efectiv e and m ust be re p la c e d . c. If both rea d in g s a r e z e ro , e ith e r th e b ru sh
R ep eat Steps 7 and 8 a fte r new re g u la to r le a d clip is grounded o r re g u la to r is defective.
unit has been in s ta lle d . d. A grounded b ru sh lea d clip can r e s u lt fro m
(2) If voltage does not in c re a s e sig n ifican tly , o m issio n of in su latin g w a sh e r (fig. 5), o m issio n of
rem o v e g e n e ra to r and r e p a ir . in su la tin g slee v e o v e r s c re w , o r dam aged in su la t­
9. T u rn off e le c tr ic a l lo a d s, shut off engine ing sle e v e . Rem ove sc re w to in sp ect sle e v e . If
and d isco n n ect a ll te s t equipm ent. s a tis fa c to ry , re p la c e re g u la to r.
e. A ssem b le g e n e ra to r, then check fo r ra te d
OVERCHARGED BATTERY output a s explained la te r in th is se ctio n .
CONDITION CHECK
1. D e te rm in e condition of b a tte ry . T e s t is not GENERATOR OUTPUT TEST
v alid if b a tte ry is not good and fully ch arg ed . To check the g e n e ra to r in a te s t stan d , p r o ­
2. Connect a v o ltm e te r fro m g e n e ra to r No. 2 ceed a s follow s:
te r m in a l to ground. If re a d in g is z e ro , No. 2 le a d 1. M ake connections a s shown in fig u re 6,
c irc u it is open, w hich w ill c au se an o v e rc h a rg e d except leav e the carb o n p ile disconnected. U se a
condition. fully c h a rg ed b a tte ry and a 10 ohm r e s is to r ra te d

CHEVROLET 40-60 TRUCK SERVICE MANUAL


A. C. GENERATING SYSTEM (INTEGRAL TYPE)
fo o OF CASTIN G SU RFACE. DO NOT FO RCE
CARBON
PILE -- . ^
VOLTMETER
BATTERY
R ESISTO R
U I 11^
TEST
AMMETER
\ \ \ ^ : D
GENERATOR
Figure 6 —Connections for Testing Generator Output
(42- and 6 1 -Am p. Integral Type Generator)
a t 6 w atts o r m o re betw een th e g e n e ra to r No. 1
te rm in a l and the b a tte ry .
NOTE: B a tte ry m ust be fully ch arg ed when
m aking th is check. An u n d e rc h a rg ed b a tte ry would
be ch arg ed d uring th e te s t p ro c e d u re , th u s p ro d u c ­
ing v a rie d a m m e te r and v o ltm e te r re a d in g s.
2. Slowly in c r e a s e g e n e ra to r sp eed and ob­
s e r v e the voltag e.
3. If v oltage is u n c o n tro lle d w ith sp eed and in ­
c r e a s e s above 16 v o lts, check fo r a grounded b ru sh
le a d clip a s ex p lain ed p re v io u sly u n d e r "O v e rc h a rg ­
ed B a tte ry ," Step 3. If not grounded, re p la c e the
re g u la to r.
4. C onnect th e carb o n p ile a s shown in fig u re 6.
5. O p e ra te th e g e n e ra to r at m o d e rate sp eed
a s re q u ire d and ad ju st carb o n p ile a s re q u ire d to
ob tain m axim um c u r r e n t output.
6. If output is w ithin te n p e r cent of ra te d o ut­
p u t, a s lis te d in "S p ecificatio n s" a t end of th is s e c ­
tio n , g e n e ra to r is good.
7. If output is not w ithin te n p e r cent of ra te d
output, ground th e g e n e ra to r fie ld (fig. 4).
Sec. 6Y-63
CAUTION: TA B IS W ITHIN &-INCH
SC R EW D R IV E R D E E P E R THAN 1-INCH
INTO END FR A ME.
8. O p erate g e n e ra to r a t m o d era te sp e ed and
ad ju st carbon p ile a s re q u ire d to obtain m axim um
output.
9. If output is w ithin ten p e r cent of ra te d
output, re p la c e th e re g u la to r (fig. 5).
10. If output is not w ithin ten p e r cent of ra te d
output, check th e fie ld w inding, diode tr io , r e c tif ie r
b rid g e and s ta to r a s p re v io u sly cov ered .
GENERATOR REPLACEMENT
Due to v a ria tio n s in design and equipm ent on
v eh icle s u sin g A .C . g e n e ra to rs , the re p la c e m en t
p ro c e d u re s w ill v ary a cco rd in g ly . The rem o v al
and in sta lla tio n in s tru c tio n s following a r e intended
only a s a guide. A dditional o p e ratio n s w ill be r e ­
q u ire d on som e v e h ic le s to rem o v e o th e r equip­
m ent to p e rm it a c c e s s to g e n e ra to r, b e lts , a n d /o r
b ra c k e ts .
REMOVAL
1. D isconnect n eg ativ e cable fro m b a tte ry .
2. D e p re s s lock on con n ecto r and p u ll connec­
to r out of so ck et on g e n e ra to r. P u ll ru b b e r boot off
"B A T" te rm in a l and rem o v e te rm in a l nut. D isco n ­
nect ground (GRD) te rm in a l and rem o v e w iring
clip .
3. L oosen b o lt in ad ju stin g a rm and m ounting
b ra c k e t. Move g e n e ra to r to loosen d riv e b elt (or
b e lts); re m o v e b elt(s) fro m g e n e ra to r pulley.
4. R em ove the bolt attaching th e g e n e ra to r to
m ounting b ra c k e t, rem o v e ad ju stin g a rm bolt, then
re m o v e g e n e ra to r fro m engine.
INSTALLATION
1. A ttach g e n e ra to r to m ounting b ra c k e t and
in s ta ll ad ju stin g a r m . T ighten flan g e -ty p e lock
nuts s e c u re ly .
2. P la c e d riv e belt(s) o v er g e n e ra to r d riv e
pulley and ad ju st b e lt ten sio n . T ighten m ounting
b o lts and ad ju stin g a rm bolt when b e lt te n sio n ad ­
ju stm en t has been m ade. R e fe r to "D riv e B elt
T ension A d justm ent" e a r lie r in th is se c tio n .
3. P u sh the w irin g h a rn e s s co n n ecto r into the
so ck et m aking s u re the lock on th e co n n ecto r en­
gages the end fra m e . P la c e h a rn e s s clip on ground
te rm in a l m ark e d "GRD" and connect th e ground
w ire to te rm in a l.
4. A ttach re d w ire to "BA T" te rm in a l on gen­
e r a to r and fit boot on te rm in a l.
5. P e rf o r m " G e n e ra to r O utput T e s t" d e sc rib e d
e a r l i e r in th is se c tio n to d e te rm in e if g e n e ra to r is
o p era tin g p ro p e rly and re g u la to r is c o rre c tly ad ­
ju ste d .
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 6Y-64
A. C. GENERATING SYSTEM (INTEGRAL TYPE)
100-AMP. GENERATING SYSTEM
GENERAL DESCRIPTION
The b a sic ch arg in g sy s te m com ponents include
th e b a tte ry , th e s e lf-re c tify in g , in te g ra l type a l­
te rn a tin g c u rre n t g e n e ra to r having a b u ilt-in re g u ­
la to r , and in terco n n ectin g w irin g . An a m m e te r o r
v o ltm e te r type c h a rg e in d ic a to r is u se d on v e h ic le s
equipped w ith th e in te g ra l type g e n e ra tin g s y ste m .
The g e n e ra to r illu s tra te d in fig u re 7, fe a tu re s
a so lid s ta te re g u la to r m ounted in sid e th e g e n e r­
a to r slip rin g end fra m e . A ll re g u la to r com pon­
en ts a r e en clo sed in a so lid m old. T h is u n it, along
w ith the b ru s h h o ld e r a sse m b ly , is a ttach ed to the
s lip rin g end fra m e . The re g u la to r voltage se ttin g
can be ad ju sted a s ex plained la te r in th is se c tio n .
Only one w ire is re q u ire d to connect g e n e ra to r
to b a tte ry , along w ith an ad equate ground re tu r n .
An "R " te rm in a l is p ro v id ed to o p e ra te a u x ilia ry
equipm ent in so m e c irc u its .
The g e n e ra to r is a i r cooled by a fan attach ed
to th e d riv e end. The ro to r b e a rin g s contain a su p ­
ply of lu b ric a n t su fficien tly adequate to e lim in a te
the need fo r p e rio d ic lu b ric a tio n .
The d riv e end fra m e b e a rin g is s e a le d on both
s id e s . Two b ru s h e s c a r r y c u rre n t thro u g h th e two
s lip rin g s to the fie ld co il m ounted on th e ro to r
sh aft.
The s ta to r is com p o sed of a la rg e n u m b er of
w indings a s s e m b le d on the in sid e of a la m in a te d
c o re th at fo rm s a p a r t of th e g e n e ra to r fra m e . Two
r e c tif ie r b rid g e s co n nected to th e s ta to r w indings
each contain six d io d es, and e le c tric a lly change
th e s ta to r A .C. v o ltag es to a D .C. voltage w hich
Figure 7—100-Am p. Integral Type Alternating Current Generator (Typical)
a p p e a rs a t the g e n e ra to r output te rm in a l. G e n e r­
a to r fie ld c u rre n t is su pplied through a diode trio
connected to the s ta to r w indings. A c a p a c ito r, o r
co n d e n ser, m ounted in the end fra m e , p ro te c ts the
r e c tif ie r b rid g e s and diode tr io fro m high voltages
and s u p p re s s e s rad io n o ise.
The output te rm in a l is connected d ire c tly to
the b a tte ry p o sitiv e te rm in a l.
A ty p ical g en e ra tin g sy ste m u se d on veh icles
equipped w ith the 100-am p, in te g ra l type a lte r n a t­
ing c u rre n t g e n e ra to r is sc h e m a tic a lly illu s tra te d
in fig u re 8.
OPERATING PRINCIPLES
A ty p ical d iag ra m showing g e n e ra to r and re g ­
u la to r in te rn a l c ir c u itry is shown in fig u re 8. As
th e ro to r begins to tu rn , the re sid u a l m agnetism
th e re in induces voltages in the s ta to r w indings.
C u rre n t then flow s through the diode tr io , r e s is to r
R l, and r e s is to r R4, to tu rn tr a n s is to r TR1 on.
The s ta to r then su p p lie s D .C. fie ld c u rre n t through
th e diode trio , the field , TR1, and then through the
grounded diodes in the r e c tif ie r b rid g e s back to
the s ta to r . D iodes in th e r e c tif ie r b rid g e s change
th e s ta to r A .C . voltages to a D .C . voltage which
a p p e a rs betw een the ground and b a tte ry "BAT"
te rm in a l. A s speed in c re a s e s , c u rre n t is pro v id ed
fo r charging the b a tte ry and o p eratin g e le c tric a l
a c c e s s o r ie s .
As the sp eed and voltage in c re a s e , the voltage
betw een R2 and R3 in c re a s e s to the value w here
z e n e r diode D1 conducts. T r a n s is to r TR2 then
CHEVROLET 40-40 TRUCK SERVICE MANUAL

A. C. GENERATING SYSTEM (INTEGRAL TYPE)
Figure 8 —Schem atic D iagram o f 100-Am p.
Integral Type C harging Circuit (Typical)
tu r n s on and TR1 tu r n s off. W ith TR1 off, the field
c u r r e n t and s y s te m v oltage d e c re a s e , and D1 then
b lo ck s c u r r e n t flow cau sin g TR1 to tu rn back on.
T he fie ld c u r r e n t and s y s te m v oltage in c re a s e , and
th is cy cle th en r e p e a ts m any tim e s p e r second to
lim it voltage to th e a d ju ste d value.
C a p a c ito r C l sm o o th e s out voltage a c r o s s R3.
R e s is to r R4 p re v e n ts e x c e ssiv e c u rre n t through
TR1 at high te m p e r a tu r e s , and diode D2 p re v e n ts
h ig h -in d u ced v o ltag es in th e fie ld w indings when
TR1 tu r n s off.
GENERATING SYSTEM MAINTENANCE
M ost ch arg in g s y s te m tro u b le s show up a s an
u n d e rc h a rg e d o r o v e rc h a rg e d b a tte ry . Since the
b a tte ry m ay be d efectiv e, it should be checked
f i r s t to d e te rm in e its condition. In th e c a se of an
u n d e rc h a rg e d b a tte ry , check fo r b a tte ry d ra in c a u s­
ed by grounds o r by a c c e s s o r ie s being left on.
IM PORTANT: Keep g e n e ra to r te rm in a ls and
a ll o th e r te rm in a ls in th e e le c tr ic a l s y ste m clean
and tig h t. A lo o se o r c o rro d e d te rm in a l w ill cau se
e x c e ssiv e r e s is ta n c e in s y s te m w hich w ill re s u lt
in h a rd s ta rtin g , dim lig h ts, etc.
At r e g u la r in te rv a ls , in sp e c t g e n e ra tin g s y s ­
te m to lo c a te and c o r r e c t p o te n tia l c a u se s of tro u b le
b e fo re g e n e ra tin g s y s te m p e rfo rm a n c e is affected.
1. C heck g e n e ra to r d riv e b e lt te n sio n and ad ­
ju s t if n e c e s s a ry . R e fe r to p ro c e d u re u n d e r "G en­
e r a to r D riv e B elt T en sio n A d ju stm e n t," la te r .
2. C heck g e n e ra to r m ounting and ad justing
Sec. 6Y-65
a r m b o lts and tighten a s n e c e s s a ry .
3. Check a ll e le c tric a l connections fo r tig h t­
n e s s and c o rro sio n . C lean and tighten connections
a s n e c e s s a ry . Bef s u re w irin g in su latio n is in good
condition and th at all w irin g is se c u re ly clipped
to p re v e n t chafing the in su latio n .
4. With engine running, lis te n fo r n o ise and
check g e n e ra to r fo r v ib ra tio n . If g e n e ra to r is noisy
o r v ib ra te s ex c e ssiv e ly , it should be rem o v ed fo r
in sp e ctio n and r e p a ir .
5. C heck b a tte ry e le c tro ly te lev el and sp e cific
g ra v ity . R eplenish e le c tro ly te le v e l a s n e c e s s a ry .
PRECAUTIONS
O b serv e the follow ing p re c a u tio n s when p e r ­
fo rm in g s e rv ic e o p e ra tio n s on the in te g ra l type
a lte rn a tin g c u r re n t g en e ra tin g sy ste m . F a ilu re to
o b se rv e th e s e p re c a u tio n s m ay r e s u lt in s e rio u s
dam age to th e ch arg in g sy ste m .
1. E le c tric a l s y ste m is negative ground. Con­
necting the b a tte ry o r b a tte ry c h a rg e r with p o sitiv e
te rm in a l grounded w ill endanger g e n e ra to r diodes
and v ehicle w iring by high c u rre n t flow. B urned
w irin g h a rn e s s e s and b u rn e d "O pen" diodes w ill
r e s u lt.
2. N ev er o p e ra te th e g e n e ra to r on an open
c irc u it (field te rm in a l connected and output "B A T"
te rm in a l d isco n n ected ). W ith no b a tte ry o r e le c ­
t r i c a l load in th e c irc u it (open c irc u it) th e g e n e r­
a to r can build up e x c e ssiv e ly high voltage. B e s u re
a ll connections in the ch arg in g c irc u it a r e s e c u re .
3. The g e n e ra to r cannot be p o la riz e d . Any
a tte m p t to p o la riz e th e g e n e ra to r m ay r e s u lt in
s e rio u s dam age to ch arg in g sy ste m com ponents.
4. B e fo re re p la c in g e le c tric a l s y s te m com ­
p o n en ts, disco n n ect n eg ativ e b a tte ry cable fro m
the b a tte ry to p re v e n t a cc id e n tal sh o rtin g a t gen­
e r a to r te rm in a ls w h ere b a tte ry voltage is a v a ila b le.
5. Do not s h o rt a c ro s s o r ground te rm in a ls
on the g e n e ra to r.
6. When usin g a b o o ste r b a tte ry , be s u r e to
connect negative b a tte ry te rm in a ls to g e th e r and
p o sitiv e te rm in a ls to g e th e r.
7. D isco n n ect b a tte ry le a d s w hile ch arg in g
b a tte r ie s . Do not u se a fa s t c h a rg e r a s a b o o ste r
fo r s ta rtin g the engine. When attach in g b a tte ry
c h a rg e r le a d s to the b a tte ry , connect c h a rg e r
p o sitiv e le a d s to b a tte ry p o sitiv e te rm in a l and
c h a rg e r negative le a d s to b a tte ry negative te rm in a l.
GENERATOR DRIVE BELT
B ec au se of the h ig h er in e rtia and lo ad capacity
of the ro to r u se d w ith th e A .C. g e n e ra to r, p ro p e r
b e lt ten sio n m ust be m ain tain ed .
A lo o se o r bro k en d riv e b e lt w ill affect o p e r­
atio n of the g e n e ra to r. A b elt th at is too tig h t w ill
p la c e e x c e ssiv e s tr a in on b e a rin g s.
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 6Y-66
A. C. GENERATING SYSTEM (INTEGRAL TYPE)
IMPORTANT
When adjusting drive belt tension,
apply pressure against center of gener­
ator, never against either end frame.
NOTE: On a new v eh icle, o r a f te r having in ­
s ta lle d a new b e lt, check te n sio n of b e lt tw ice in
f i r s t 200 m ile s of o p e ra tio n . B e fo re ad ju stin g the
d riv e b e lt, exam ine th e b e lt and re p la c e if fra y e d
o r w orn.
The g e n e ra to r is p iv o t-b a s e m ounted w ith the
b e lt ten sio n ad ju stm e n t a r m at the top. U se a s u it­
ab le b e lt te n sio n d ial gauge to check te n sio n on
each individual b e lt. If te n sio n is not w ithin 80-90
lb s . (used b elts) o r 100-110 lb s. (n e w b e lts), loo sen
a d ju stm e n t a r m clam p b o lt and g e n e ra to r pivot
b o lts, then m ove g e n e ra to r to obtain reco m m en d ed
ten sio n . T ighten clam p bolt and pivot b o lts firm ly .
GENERATING SYSTEM
TROUBLE SYMPTOMS
A bnorm al o p e ra tio n of th e g en eratin g sy s te m
is u su ally in d ic a te d by one o r m o re of the follow ing
sy m p to m s.
1. B a tte ry u n d e rc h a rg e d (low sp e c ific g ra v ity
of e le c tro ly te ).
2. B a tte ry u sin g an e x c e ssiv e am ount of w a te r,
in d icatin g an e x tre m e ly high ch arg in g r a te .
3. E x c e ssiv e g e n e ra to r n o ise o r v ib ra tio n .
4. F a ilu re of in d ic a to r lam p to illu m in a te when
ignition sw itch is tu rn e d on (engine not running).
5. In d ic a to r lam p co ntinues to glow w ith engine
running.
6. In d ic a to r lam p fa ils to go out when ignition
o r co n tro l sw itch is tu rn e d off.
7. A m m e te r show s high ch arging r a te w ith a
fully ch arg ed b a tte ry .
8. A m m e te r show s low o r no c h a rg e w ith a
p a rtia lly d isc h a rg e d b a tte ry .
GENERATOR ON-VEHICLE TESTS
STATIC CHECK
B e fo re p e rfo rm in g any e le c tr ic a l ch eck s, v is ­
u ally in sp e c t a ll co n n ectio n s, including s lip -o n
co n n e c to rs, to m ake s u r e they a r e clean and tig h t.
In sp e c t a ll w iring fo r c ra c k e d , fra y e d , o r d e te r io r ­
ate d in su la tio n . Be s u r e g e n e ra to r m ounting b o lts
a r e tight and th a t un it is p ro p e rly grounded. C heck
g e n e ra to r d riv e b e lt fo r p r o p e r ten sio n .
UNDERCHARGED BATTERY
CONDITION CHECK
T h is condition, a s evidenced by slow cran k in g
and low sp e c ific g ra v ity re a d in g s, can be co v ered
Figure 9 —Connections for Testing 100-Am p.
Integral Type Generator (TypicalI
by one o r m o re of the following conditions even
though the a m m e te r may be o p eratin g n o rm ally .
1. In su re th a t the u n d e rc h a rg ed condition has
not been cau sed by a c c e s s o rie s having been left
on fo r extended p e rio d s .
2. C heck the d riv e b e lt fo r p ro p e r ten sio n .
3. C heck b a tte ry . T e st is not valid u n le ss
b a tte ry is good and fully charged.
4. In sp ec t w irin g fo r d e fec ts. C heck a ll con­
n ectio n s fo r tig h tn e ss and c le a n lin e ss, including
cable clam p s and b a tte ry p o s ts .
5. R e fe rrin g to fig u re 9, connect a v o ltm e te r
fro m g e n e ra to r "BAT" te rm in a l to ground on gen­
e r a to r . A z e ro read in g in d ic a te s an open betw een
v o ltm e te r connection and b a tte ry .
NOTE: If p re v io u s Steps 1 through 5 check s a t­
is fa c to rily , check g e n e ra to r a s follow s:
6. D isconnect negative b a tte ry cable fro m the
b a tte ry .
7. C onnect an a m m e te r in c irc u it betw een b a t­
te r y p o sitiv e (+) te rm in a l and g e n e ra to r "B A T”
te rm in a l, then connect negative b a tte ry cable to
b a tte ry .
8. C onnect a carb o n p ile a c ro s s th e b a tte ry ,
then o p e ra te engine at m o d era te sp eed (ap p ro x i­
m ately 1500-2000 rp m ). T u rn on veh icle a c c e s s ­
o r ie s and a d ju st carbon p ile a s re q u ire d to obtain
m axim um c u rre n t output.
IMPORTANT: In itia l voltage build-up is by
re s id u a l m a g n etism in the ro to r. W ithout su fficien t
e le c tric a l load to dem and m axim um g e n e ra to r out­
p u t, th e follow ing check is invalid:
9. O b serv e a m m e te r reading:
a. If a m p e re output is w ithin 10 p e r cent of
r a te d output a s lis te d in "S p ecificatio n s" a t end of
CHEVROLET 40-60 TRUCK SERVICE MANUAL

A. C. GENERATING SYSTEM (INTEGRAL TYPE)
V O LTA G E
A D JU S T M E N T
CAP
E N L A R G E D V IE W
TO P O F V O LTA G E
A D JU S T M E N T C A P
S H O W N IN “ L O ” P O S IT IO N
Figure 10—Voltage Adjustm ent Cap
th is se c tio n , g e n e ra to r is not defective. R em ove
voltage a d ju stm e n t cap fro m g e n e ra to r and r a is e
th e se ttin g by ro ta tin g in in c re m e n ts of 90°, and
th en in s e r t the cap in th e co n n ecto r body. A s illu s ­
tr a te d in fig u re 10, th e cap is s e t fo r low voltage.
W ith p o sitio n 2 alig n ed w ith a rro w , the se ttin g is
in c re a s e d to m edium low, p o sitio n 3 is m edium
high, and p o sitio n "HI" is th e h ig h est re g u la to r
s e ttin g . A fter a d ju stin g the se ttin g , check fo r an
im p ro v ed b a tte ry condition a fte r a s e rv ic e p e rio d
of re a s o n a b le length.
b. If a m p e re output is not w ithin 10 p e r cent
of ra te d output a s lis te d in "S p ec ific a tio n s” at end
of th is se c tio n , r e c o r d the m axim um a m p e re s th at
can be obtained fo r fu tu re re fe re n c e , then rem o v e
g e n e ra to r and r e p a ir .
10. T urn off e le c tr ic a l lo a d s, shut off engine
and disco n n ect a ll te s t equipm ent.
OVERCHARGED BATTERY
CONDITION CHECK
1. D e te rm in e condition of b a tte ry . T e s t is not
v a lid if b a tte ry is not good and fully ch arg ed .
NOTE: An o v e rh e a te d b a tte ry w ill be o v e r­
c h a rg e d even though no ch arg in g c irc u it d efects
a r e p re s e n t.
2. C onnect a v o ltm e te r betw een g e n e ra to r
"B A T" te rm in a l and ground.
3. W ith a ll a c c e s s o r ie s tu rn e d off, s ta r t engine
and in c re a s e sp eed , a s re q u ire d , to obtain m ax­
im u m voltage read in g .
4. If voltage ex ceed s 15 v o lts, rem o v e g e n e r­
a to r and r e p a ir .
5. If voltage does not exceed 15 v olts, ad ju st
voltag e to a lo w er value by rem oving v oltage a d ­
ju stin g cap, ro ta tin g in in c re m e n ts of 90°, and then
in s e rtin g the cap into th e co n n ecto r body. C heck
b a tte ry condition a f te r a s e rv ic e p e rio d of re a s o n ­
ab le length. T he lo w est se ttin g is w ith "LO " a lig n ­
ed w ith th e a rro w , p o sitio n 2 is m edium low, p o s i­
Sec. 6Y-67
tio n 3 is m edium high, and "HI" is the h ig h est
se ttin g .
NOTE- If an obvious o v e rc h a rg e condition
e x is ts a s evidenced by e x c e ssiv e w a te r u sa g e, and
if the b a tte ry is not o v e rh e ated and not defective,
re m o v e the g e n e ra to r and r e p a ir .
GENERATOR OUTPUT TEST
To check g e n e ra to r in a te s t stan d , p ro c e e d
a s follow s:
1. Make connections a s shown in fig u re 9.
NOTE: L eave carb o n p ile in "O F F " p o sition
o r d isconnected. A lso, u se a fully c h arg e d b a tte ry .
An u n d e rc h a rg ed b a tte ry would becom e ch arg ed
during the te s t p ro c e d u re , re su ltin g in v a rie d a m ­
m e te r and v o ltm e te r re a d in g s until b a tte ry re a c h e s
a fully ch arg ed condition.
2. O p e ra te g e n e ra to r at 4000 rp m o r m o re,
then a d ju st carb o n p ile a s re q u ire d to obtain m ax­
im um c u rre n t output.
IMPORTANT: In itia l voltage build-up is by
re s id u a l m ag n etism in the ro to r. In c re a s e sp eed
a s re q u ire d to obtain m axim um c u r re n t output.
3. If a m p e re output is w ithin 10 p e r cent of
lim its liste d in "S p ec ifica tio n s" at end of th is s e c ­
tio n , g e n e ra to r is not defective.
4. If a m p e re output is not w ithin 10 p e r cent
of lim its lis te d in "S p ec ific a tio n s,” in c re a s e gen­
e r a to r sp eed as re q u ire d to obtain m axim um v o lt­
age read in g . Note p o sitio n of voltage adju stm en t
cap (fig. 10).
5. If voltage exceeds 15 volts w ith voltage ad ­
ju stin g cap in ”LO ” o r any o th e r p o sitio n , g e n e r­
a to r m ust be d isa sse m b le d and re p a ire d .
6. If voltage does not exceed 15 v o lts, ad ju st
voltage by rem oving the voltage ad ju stm en t cap,
then re p o sitio n in g cap (a fter ro ta tin g %-turn) in
d e s ire d d ire c tio n .
GENERATOR REPLACEMENT
Due to v a ria tio n s in design and equipm ent used,
the re p la c e m e n t p ro c e d u re w ill v ary acco rd in g ly .
The rem o v a l and in sta lla tio n in stru c tio n s follow ing
a r e intended only a s a guide. A dditional o p e ra tio n s
m ay be re q u ire d on som e v eh icle s to rem o v e ad d i­
tio n al equipm ent to gain a c c e ss to g e n e ra to r, d rive
b e lt, a n d /o r b ra c k e ts .
GENERATOR REMOVAL
1. D isconnect negative b a tte ry cable fro m
b a tte ry .
IMPORTANT: It is im p o rtan t th a t b a tte ry neg­
a tiv e te rm in a l be disconnected sin c e g e n e ra to r
w ill be dam aged if w irin g o r te rm in a ls a r e a c c i­
dentally sh o rte d o r grounded w hile being d iscon­
n ected .
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 6Y-68

A. C. GENERATING SYSTEM (INTEGRAL TYPE)

2. R em ove s h ie ld fro m g e n e ra to r d riv e pulley. 1. P o sitio n g e n e ra to r on m ounting b ra c k e t and

3. R em ove nuts and w a sh e rs fro m h a rn e s s in s ta ll g e n e ra to r to m ounting b ra c k e t b o lts and
le a d s a t g e n e ra to r te r m in a ls . Tag each w ire to aid ad ju stin g a r m to g e n e ra to r clam p bolt and w a sh e r s.
in id en tificatio n , then re m o v e le a d s fro m te rm in a ls . 2. P la c e d riv e b e lt o v e r g e n e ra to r d riv e pulley
4. L oosen ad ju stin g a r m clam p bolt and g e n e r­ and ad ju st b e lt te n sio n a s explained u n d e r "G en er­
a to r to m ounting b ra c k e t pivot b o lts. Move g e n e r­ a to r D riv e B elt" p re v io u sly . T ighten m ounting
a to r to lo o sen th e d riv e b e lt, then rem o v e b elt b ra c k e t pivot bo lts and ad ju stm en t a r m clam p bolt
fro m g e n e ra to r p u lley . se c u re ly .
5. R em ove a d ju stin g a r m clam p bo lt and gen­ 3. Connect h a rn e s s le a d s to re s p e c tiv e te r m ­
e r a to r to m ounting b ra c k e t b o lts, th en rem o v e in a ls on g e n e ra to r. In s ta ll attach in g nuts and
g e n e ra to r fro m v eh icle. w a s h e rs .
4. In sta ll p ro te c tiv e sh ie ld o v e r g e n e ra to r
GENERATOR INSTALLATION d riv e pulley, if rem oved.
IMPORTANT: B e s u r e negative b a tte ry cable 5. Qonnect negative b a tte ry cable to b a tte ry ,
is disco n n ected fro m the b a tte ry . F a ilu re to d is ­ then p e rfo rm "G e n e ra to r Output T e s t" d e sc rib e d
connect th e b a tte ry cab le may r e s u lt in dam age to p re v io u sly to d e te rm in e if g e n e ra to r is op eratin g
th e g e n e ra to r. w ithin sp ecified lim its .

INTEGRAL-TYPE ALTERNATING CURRENT GENERATING SYSTEM SPECIFICATIONS

GENERATOR MODEL 1100547 1100548 1117141
M ake..................................................................................................................... Delco-Remy Delco-Remy Delco-Remy
Series.................................................................................................................... 10SI 10SI 40SI
T yp e ...................................................................................................................... 100 100 150
Rotation (Viewing Drive E nd).......................................................................... Clockwise Clockwise Clockwise
Field Current at 80° F.
Amps............................................................................................................. 4.0-4.5 4.0-4.5 4.0-4.5
V o lts.............................................................................................................. 12 12 12
Cold Output
i Specified Volts............................................................................................ (b) (b) (b)
Amps.:........................................................................... — _ —
Generator RPM (A p p ro x.)........................................................................ — - -
Amps............................................................................................................. 37 55 110
Generator RPM (A p p ro x.)........................................................................ 5000 5000 5000
Rated Hot Output (Amps) (a ).......................................................................... 42 61 100
(a) Rated Hot Output at Maximum Operating Speed.
(b) Voltmeter not needed for Cold Output Check. Load Battery with a Carbon Pile to obtain Maximum Output.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 SECTION 7

and Glutoh&i
C ontents of th is se ctio n a r e lis te d in Index below:

Section P a g e No.
7A T ra n s m is s io n C o ntrol L inkage ................................................................7A-1
7B T ra n s m is s io n O n-V ehicle S e rv ice O p era tio n s ..................................7B-1
7C A u x iliary T ra n s m is s io n s .......................................................................... 7C-1
7D C lutch C o ntrols ............................................................................................. 7D-1
7E C lutches ............................................................................................................ 7E -1

SECTION 7A
Qontnoi JimJzaae.
C ontents of th is sectio n a r e lis te d in Index below:

S ubject P age No.

T ilt Cab M odels W ith M anual T ra n s m is s io n
L inkage A d j u s t m e n t .................................................................................................... 7A-1
C on tro l Islan d Shift M echanism ...........................................................................7A-1
R em ote C ontrol A ssem bly (At T ra n sm issio n ) .................................................7A-3
T ru ck M odels W ith A llison MT40 and MT41 A utom atic T ra n s m is s io n
Linkage A djustm ents .................................................................................................7A -8
T ru c k M odels With A llison AT540 A utom atic T ra n sm issio n
Linkage A d justm ents .................................................................................................7A-15

TILT CAB MODELS WITH MANUAL TRANSMISSION

LINKAGE ADJUSTMENT 4. R eplace any w orn o r dam aged c o tte r p in s.

NOTE: Key n u m b ers in text r e f e r to fig u re 1.
1. P la c e tra n s m is s io n s e le c to r and shift le v e rs
(9) in "NEUTRAL” p ositio n.
2. A djust s e le c to r and sh ift ro d s (8) to p r o ­
vide 9 0 -d e g re e an g u la rity a t the low er end of the
g e a rsh ift le v e r (1) to th e co ntrol isla n d p a n e l (2) a s
shown.
NOTE: A djustm ent of the s e le c to r and shift
ro d s is acco m p lish ed by disconnecting the ro d s
a t the co n trol isla n d o r tra n s m is s io n , depending
on the location of the ad ju stab le cle v is (see Inset,
fig. 1). R otate the a d ju stab le c lev is on each rod
to the d e s ire d p o sitio n , then recon nect the ro d s
to the c o n tro l isla n d o r tra n s m is s io n . Tighten lock
nuts firm ly .
3. Check a d ju stm en t by moving g e a rsh ift le v e r
through the shift p a tte rn . T h e re m ust be no binding
in the linkage.
NOTE: At the e x tre m e s e le c to r and sh ift m ove­
m en ts, cle v is p in s should ro ta te fre e ly . R ead ju st
linkage, if n e c e s s a ry , to obtain th e se conditions.
5. L u b ric a te co n tro l linkage a s d e sc rib e d in
LUBRICATION (SEC. 0) of th is m anual.
CONTROL ISLAND SHIFT MECHANISM
On tilt cab m odels w ith m anual tra n s m is s io n ,
if sh ift c o n tro ls on co n tro l islan d becom e w orn o r
dam aged, m ake r e p a ir s a s d e sc rib e d in the follow ­
ing text:
REMOVAL
NOTE: Key n u m b e rs in following tex t r e f e r
to fig u re 2.
1. At the co n tro l is la n d p a n e l, d isconnect shift
ro d (6) fro m sh ift fin g er (10). A lso, disconnect
s e le c to r ro d (7) fro m s e le c to r fin g e r (9).
2. R em ove shift m echanism a s s e m b ly -to -c o n ­
tr o l isla n d p an el attaching p a r ts and then rem ove
a sse m b ly fro m vehicle.
3. R em ove g e a rsh ift knob, boot r e ta in e r (1)
and boot (2).

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 7A-2
TRANSMISSON CONTROL LINKAGE
1 Boot R etain er
2 Boot
3 S electo r F in g er Pin
4 C ontrol C over
5 Pivot Screw
6 Shift Rod
7 S electo r Rod
8 A djustable C levis
Figure 2 —Control Islan d Shift M echanism
9 S elector F in g er
10 Shift F inger
11 S elector F inger Strap
and Pin A ssem bly
12 Roll Pin
13 Pivot Pin
14 G earsh ift L ever
T-2983
DISASSEMBLY
NOTE: Key n u m b e rs in follow ing te x t r e f e r to
fig u re 2.
1. Rem ove c o tte r pin and w a sh er fro m s e le c ­
to r fin g e r pin (3), then rem o v e s e le c to r fin g e r (9).
2. R em ove lo ck w ires fro m pivot s c re w s (5),
then rem o v e pivot s c re w s, w a sh e rs, and s e le c to r
fin g e r s tra p and pin a sse m b ly (11).
3. R em ove g e a rsh ift le v e r (14).
4. Using h a m m e r and punch, rem o v e ro ll pin
(12), pivot pin (13), and then rem ove sh ift fin g er
(10) fro m co n tro l co ver (4).
CLEANING AND INSPECTION
1. C lean a ll p a r ts thoroughly in cleaning s o l­
vent. W ipe o r blow p a r ts dry.
2. C heck a ll p a r ts fo r w ea r, d isto rtio n , c ra c k s ,
o r o th e r dam age.
3. R eplace a ll p a r ts th at would affect p ro p e r
se le c tio n of tra n s m is s io n g e a rs .
ASSEMBLY
NOTE: Key n u m b e rs in following tex t r e f e r to
fig u re 2.
1. P la c e g e a rsh ift le v e r on sh ift le v e r fin g e r
(10) and positio n in co n tro l co v er. In s ta ll pivot
pin (13) and ro ll pin (12).
2. In sta ll s e le c to r fin g er s tra p and pin a s ­
sem b ly (11), w a sh e rs and two pivot sc re w s (5).
T o rq u e sc re w s to 60-65 foot-pounds and in sta ll
new lo c k w ires to pivot sc re w s.
3. In sta ll s e le c to r fin g er pin (3), s e le c to r
fin g e r (9), w a sh e r and new c o tte r pin.
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 7A-3

TRANSMISSON CONTROL LINKAGE

INSTALLATION
NOTE: Key n u m b e rs in te x t r e f e r to fig u re 2. Remote Control
A ssem bly
1. In s ta ll boot (2), boot r e ta in e r (1) and g e a r ­
s h ift knob to sh ift m e ch an ism a sse m b ly .
2. P la c e sh ift a sse m b ly in p r o p e r p o sitio n on
c o n tro l isla n d and in s ta ll attach in g p a r ts .
3. C onnect sh ift c o n tro l linkage to s e le c to r
fin g e r (9) and sh ift fin g e r (10), then ad ju st co n tro l
lin k ag e a s c o v e re d p re v io u sly u n d e r "L inkage
A d ju stm e n t" p ro c e d u re s .

Plunger
REMOTE CONTROL ASSEMBLY
(AT TRANSMISSION) G asket
i
T ilt cab v e h ic le s w ith m anual tra n s m is s io n s 1st and Reverse
Ju stk Shift Finger
have re m o te c o n tro l a s s e m b lie s a s shown in fig ­
u r e s 4, 5, 6, and 8. Should p a r ts becom e w orn o r
d efectiv e m ake r e p a ir s a s d e s c rib e d in th e follow ­
Transmission
ing text:
Shifter
ifter Housir
Housing
tA ssem bly
REMOVAL
1. P o sitio n tra n s m is s io n g e a rs h ift le v e r in Plunger Pin
"N EU TRA L" and d isco n n ect sh ift c o n tro l ro d s
fro m sh ift le v e r s a t tr a n s m is s io n .
2. D isco nn ect e le c tr ic a l co n n ecto r fro m b ack ­ Figure 3 —Rem oving Spicer Remote Control A ssem bly
up lig h t sw itch .
NOTE: On m o d els equipped w ith New P ro c e s s tra n s m is s io n s , in s ta ll s e le c to r le v e r b e llc ra n k
tra n s m is s io n , rem o v e s e le c to r le v e r b e llc ra n k snap rin g w hich re ta in s b e llc ra n k to tra n s m is s io n
snap rin g . c o v e r.
4. R econnect sh ift c o n tro l ro d s to the sh ift
IM PORTANT: On m o d els equipped w ith S p ice r
le v e r s on the tra n s m is s io n re m o te co n tro l a s ­
tra n s m is s io n , re m o v e th e r e ta in e r , p lu n g e r pin
sem b ly .
s p rin g , and p lu n g e r p in a s shown in fig u re 3. Keep
5. A djust tra n s m is s io n sh ift co n tro l linkage
th e re m o te c o n tro l a sse m b ly slig h tly tilte d to the
a s d e sc rib e d p re v io u sly u n d er "L inkage A d ju st­
le ft, a s shown, to p re v e n t th e p lu n g e r fro m fallin g
m e n t.”
into th e tr a n s m is s io n during re m o v a l.
3. R em ove re m o te c o n tro l a s s e m b ly - to - tr a n s - NEW PROCESS 435 - REMOTE
m issio n atta c h in g p a r t s , then c a re fu lly rem o v e CONTROL ASSEMBLY
a s se m b ly and g a sk e t fro m v eh icle.
4. P la c e a clean lin t- f r e e clo th o v e r the D isa sse m b ly
tr a n s m is s io n opening to p re v e n t e n try of d irt o r NOTE: Key n u m b e rs in tex t r e f e r to fig u re 4.
o th e r fo re ig n m a te ria l. 1. U sing a h a m m e r and punch, re m o v e ro ll
pin (14) fro m re m o te co n tro l sh ift r a il (2 ).R em ove
INSTALLATION sh ift r a il yoke (9) and r a il s e le c to r (12) fro m shift
1. P o sitio n a new g a sk e t on tra n s m is s io n r a il (2).
c o v e r. 2. R em ove ru b b e r sh ift r a il boot (8).
3. U sing snap rin g p lie r s , rem o v e snap rin g
IM PORTANT: On m odels equipped w ith S p ic er
(19) fro m sh ift r a il (2).
tr a n s m is s io n s , keep th e re m o te c o n tro l a sse m b ly
4. L oosen lock nut (6), then rem o v e sh ift yoke
slig h tly tilte d to th e le ft d u rin g in sta lla tio n a s
guide (7) fro m re m o te c o n tro l co v er (5).
shown in fig u re 3, to p re v e n t th e p lu n g er fro m
5. U sing h a m m e r and punch, rem o v e ro ll pin
fa llin g into the tr a n s m is s io n .
(22) w hich re ta in s sh ift fin g e r (21) to sh ift r a il (2).
2. W ith a ll p a r ts in n e u tra l p o sitio n , c are fu lly 6. D riv e sh ift r a il (2) fo rw a rd out of co ver
p la c e th e re m o te c o n tro l a sse m b ly on th e tr a n s ­ (5) fo rc in g out expansion plug (1).
m issio n c o v e r. 7. R em ove a ll attach in g p a r ts re ta in in g r a il
3. In s ta ll re m o te c o n tro l a s s e m b ly - to - tr a n s - s e le c to r (12) and b e llc ra n k (17) to b all joint a s ­
m issio n atta c h in g p a r t s . T ighten b o lts s e c u re ly . sem bly (13). R em ove r a il s e le c to r and b e llc ra n k
NOTE: On m o d els equipped w ith New P r o c e s s fro m b a ll joint a sse m b ly .

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 7A-4

TRANSMISSION CONTROL LINKAGE

1 E xpansion Plug
2 R em ote C ontrol Shift Rail
3 Screw and L ock W ash er A ssy.
4 C over G asket
5 R em ote C ontrol C over
6 Lock Nut
7 Shift Yoke Guide
8 Shift R ail Boot
9 Shift R ail Yoke
10 Nut
11 L ock W ash er
12 R ail S e le c to r 14 Roll Pin
13 Ball Jo in t A ssy. 15 Lock W asher
16 Nut
17 Bell C rank
18 Snap Ring
19 Snap Ring
20 Oil Seal
21 Shift F in g er
22 R oll Pin

Figure 4 —Remote Control A ssem bly (N ew Process 435)

C leaning and In sp ectio n
1. C lean a ll m e ta l p a r ts thoroughly in c le a n ­
ing so lv en t. W ipe o r blow p a r ts d ry .
2. C heck a ll p a r ts fo r w e a r, d isto rtio n , c ra c k s
o r o th e r dam age.
3. R ep lace a ll p a r ts th a t w ould affect p ro p e r
se le c tio n of tr a n s m is s io n g e a rs .
B ushing R ep lacem en t
1. P r e s s o r d riv e sh ift r a il yoke housing out
of b o re in sh ift r a il yoke (9, fig. 4).
2. U sing a s u ita b le sle e v e , p r e s s o r d riv e
new bushing into b o re of sh ift yoke.
O il Seal R ep lacem en t
1. P r e s s o r d riv e o il s e a l (20, fig. 4) out of
re m o te co n tro l co v er.
2. W ith a su ita b le sle e v e , p r e s s o r d riv e new
o il s e a l into b o re of c o v e r.
NOTE: Coat o u te r d ia m e te r of o il s e a l w ith a
lig h t coat of se a lin g cem en t p r io r to in s ta lla tio n .
A ssem b ly
NOTE: Key n u m b e rs in tex t r e f e r to fig u re 4.
1. I n s e r t sh ift r a i l (2) p a r t way into re m o te
c o n tro l c o v e r (5), w ith fla t on r a il to w ard g a sk et
fa c e .
2. P o sitio n sh ift fin g e r (21) on sh ift r a il (2)
w ith o ff-c e n te r hole to th e fro n t. P u sh sh ift r a il
the re m a in in g d ista n c e into co v er.
3. In s ta ll r o ll p in (22) to re ta in sh ift fin g er
(21) on sh ift r a i l (2).
4. W ith lock nut (6) in s ta lle d on sh ift yoke
guide (7), in s ta ll guide in co v er (5). Tighten lock
nut firm ly .
5. In sta ll snap rin g (19) in groove of r a il (2).
6. In s ta ll shift r a il boot (8) on sh ift r a il (2).
7. P o sitio n shift r a il yoke (9) and r a il s e le c ­
to r (12), w ith o ffset to w ard fro n t, on yoke guide
(7) and sh ift r a il.
8. In sta ll ro ll pin (14) into h o les in r a il s e ­
le c to r (12) and sh ift r a il (2).
9. In sta ll b a ll joint asse m b ly (13) on r a il s e ­
le c to r (12), then in s ta ll b e llc ra n k (17) on b all joint
a sse m b ly (13).
10. In sta ll expansion plug (1) in sh ift ra il open­
ing in re m o te c o n tro l c o v e r (5).
NEW PROCESS 540 OR 542
- REM OTE CONTROL ASSEMBLY
D isa sse m b ly
NOTE: Key n u m b ers in text r e f e r to fig u re 5.
1. R em ove attach in g p a r ts re ta in in g s e le c to r
le v e r (15) and s e le c to r le v e r b e llc ra n k (6) to s e ­
le c to r le v e r lin k asse m b ly (16), then re m o v e b e ll­
c ra n k and lin k a sse m b ly .
2. U sing a h a m m e r and punch, rem o v e ro ll
pin (12) attach in g s e le c to r le v e r (15) to sh ift r a il
(2). R em ove sh ift r a il yoke (10) and s e le c to r le v e r
(15) fro m sh ift r a il.
3. U sing an E asy -O u t, rem o v e ro ll pin (19),
attach in g sh ift fin g e r (18) to sh ift ra il.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 7A-5

TRANSMISSON CONTROL LINKAGE

1 E x p a n sio n P lu g 11 O il S e a l
2 S hift R a il 12 R o ll P in
3 Nut 13 Nut
4 W ash er 14 W ash er
5 Y oke G uide 15 S e le c to r L e v e r
6 S e le c to r L e v e r B e ll 16 S e le c to r L e v e r L in k
C ra n k A ss e m b ly
7 Snap R ing 17 R e m o te C o n tro l
8 W ash er C over
9 N ut 18 S hift F in g e r
10 Shift R a il Y oke 19 R o ll P in

TPM-9143-2

Figure 5 —Remote Control A ssem bly (N ew Process 540 or 542)

4. R em ove sh ift r a il (2) fro m re m o te co n tro l
c o v e r (17).
5. R em ove yoke guide (5) fro m c o v er (17).
C leaning and In sp ectio n
1. C lean a ll m e ta l p a r ts thoroughly in c le a n ­
ing so lv e n t. W ipe o r blow p a r ts d ry .
2. C heck a ll p a r ts fo r w e a r, c ra c k s , d is to r ­
tio n , o r o th e r dam age.
3. R ep lace a ll p a r t s th a t w ould affe c t p ro p e r
s e le c tio n of tra n s m is s io n g e a rs .
B ushing R ep lacem en t
1. P r e s s o r d riv e sh ift r a il yoke bushing out
of b o re in sh ift r a i l yoke (10, fig. 5).
2. U sing a su ita b le sle e v e , p r e s s o r d riv e
new bushing into b o re of sh ift yoke.
O il Seal R ep lacem en t
1. P r e s s o r p ry o il s e a l (11, fig . 5) out of r e ­
m ote c o n tro l c o v e r.
2. U sing a s u ita b le s le e v e , p r e s s o r d riv e
new o il s e a l into b o re of c o v e r.
NOTE: C oat o u te r d ia m e te r of o il se a l w ith
a coat of se a lin g cem e n t p r i o r to in sta lla tio n .
A sse m b ly
NOTE: Key n u m b e rs in te x t r e f e r to fig u re 5.
1. I n s e r t sh ift r a il (2) p a r t way into re m o te
c o n tro l c o v e r (17).
2. P o sitio n sh ift fin g e r (18) on sh ift r a il w ith
o ffset to th e fro n t. P u sh sh ift r a il the re m ain in g
d ista n ce into co v er.
3. In s ta ll ro ll p in (19) to re ta in sh ift fin g e r in
p ro p e r p o sitio n on sh ift r a il.
4. P o sitio n yoke guide (5) in offset of re m o te
c o n tro l c o v er (17). In s ta ll w a sh er (4) and nut (3)
on sh ift yoke guide.
5. P o sitio n sh ift r a il yoke (10) and s e le c to r
le v e r (15), w ith o ffse t to w ard fro n t, on sh ift r a il
(2).
NOTE: Be s u r e sh ift r a il yoke engages both
the sh ift r a il and yoke guide (5). W ith p a r ts p r o p e r ­
ly alig n ed in s ta ll ro ll pin (12) th rough s e le c to r
le v e r (15) and sh ift r a il (2).
6. In sta ll w a sh e r (14) and nut (13) re ta in in g
s e le c to r le v e r lin k a sse m b ly (16) to s e le c to r le v e r
(15).
7. In s ta ll w a sh e r (8) and nut (9) re ta in in g
s e le c to r le v e r b e llc ra n k (6) to s e le c to r le v e r link
a sse m b ly (16).
8. In s ta ll expansion plug (1), if rem o v e d in
sh ift r a il opening in re m o te co n tro l c o v e r (17).
CLARK 282V AND 285V -
REM OTE CONTROL ASSEMBLY
D isa sse m b ly
NOTE: Key n u m b e rs in te x t r e f e r to fig u re 6.
1. R em ove lo ck w ire and sh ift fin g e r sc re w

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 7A-6

TRANSMISSON CONTROL LINKAGE

1 W a sh e rs
2 B o lts
3 Nut
4 W ash er
5 Shift L e v e r M ounting
B ra c k e t
6 Shift L e v e r P iv o t B olt
7 Shift L e v e r A ssem b ly
8 B olt
9 W ash er
10 C o lla r W ash er
11 S h ifter Shaft C o lla r
12 S h ifte r Shaft
13 O il Seal
14 W ash er
15 Snap Ring
16 Nut
17 W ash er

25 S e le c to r Sleeve and B all

A ssem bly

t 31
32
26 1st and R e v e rse R o ck er
A rm
27 W ash er
18 S e le c to r L e v e r 28 Spring
19 B olt 29 Nut
20 Shift F in g e r S crew s 30 P lu n g er
21 Shift F in g e r 31 Snap Ring
22 S e le c to r A rm and Shaft 32 B ack-up L ight Switch
A ssem b ly 33 R em ote C ontrol Housing
23 S p acer 34 W a sh er
24 R e v e rs e L a tc h P lu n g e r 35 Cap Screw T4490

Figure 6 —Remote Control A ssem bly (Clark 2 82V or 285V)

(20), then rem o v e s h if te r sh aft (12) and sh ift fin g e r
(21) fro m re m o te c o n tro l housing (33).
2. R em ove a tta c h in g p a r ts holding s h ifte r
sh a ft c o lla r (11) to s h ifte r sh aft (12), then rem o v e
s h if te r sh aft c o lla r.
3. R em ove 1 st and r e v e r s e ro c k e r a r m (26)
fro m housing. R em ove c o tte r pin fro m nut (29),
then re m o v e nut (29) fro m r e v e r s e la tc h p lu n g er
(24) re le a s in g sp rin g (28), w a sh e r (27) and p lu n g er
(24).
4. L oosen nut (16) and rem o v e s e le c to r le v e r
(18).
5. R em ove snap rin g (15) and w a sh e r (14)
fro m s e le c to r a r m and sh a ft a sse m b ly (22).
6. R em ove cap s c re w (35) and w a s h e r (34)
fro m housing.
7. R o tate s e le c to r sle e v e and b a ll a sse m b ly
(25) away fro m s e le c to r a r m and sh aft a sse m b ly
(22), then rem o v e s e le c to r sle e v e and b a ll a s s e m ­
bly fro m housing.
8. R em ove s e le c to r a r m and sh aft a sse m b ly
(22) and s p a c e r (23) fro m housing.
9. R em ove attach in g p a r ts th a t re ta in sh ift
le v e r asse m b ly (7) to sh ift le v e r m ounting b ra c k e t
(5), then rem o v e sh ift le v e r a sse m b ly .
10. R em ove attaching p a r ts th a t r e ta in sh ift
le v e r m ounting b ra c k e t (5) to housing, then rem o v e
sh ift le v e r m ounting b ra c k e t.
C leaning and In spection
1. C lean a ll m etal p a r ts thoroughly in c le a n ­
ing so lv en t.
2. C heck a ll p a r ts fo r w e a r, d isto rtio n , c ra c k s
o r o th e r dam age.
3. R ep lace a ll p a r ts th a t would affect p ro p e r
se le c tio n of tra n s m is s io n g e a rs .
O il Seal R eplacem en t
1. P r e s s o r p ry oil s e a ls out of re m o te con­
tr o l housing.
2. U sing a su itab le sle e v e , p r e s s o r d riv e new
o il s e a l into b o re of housing.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 7A-7

TRANSMISSON CONTROL LINKAGE

NOTE: Coat th e o u te r d ia m e te r of the oil se a l

w ith a lig h t coat of se a lin g cem en t p r io r to in ­
S T R A IG H T E D G E
sta lla tio n . FLUSH

A ssem b ly
NOTE: Key n u m b e rs in te x t r e f e r to fig u re 6.
1. P o sitio n s e le c to r sle e v e and b a ll a sse m b ly
(25) in re m o te c o n tro l housing (33), th en in s ta ll
w a s h e r (34) and cap sc re w (35). T ighten sc re w
firm ly .
2. P o s itio n s e le c to r a r m and sh a ft a sse m b ly
(22) and s p a c e r (23) in housing, then in s ta ll w a sh e r
(14) and snap rin g (15).
3. A sse m b le r e v e r s e la tc h p lu n g e r (24),
w a s h e r (27), s p rin g (28), and nut (29) to 1st and
LATCH PLU N G ER
r e v e r s e ro c k e r a r m (26). W A SH ER

4. A djust r e v e r s e la tc h p lu n g e r so rounded
end is flu sh o r slig h tly below the two fla t ends of
th e 1st and r e v e r s e r o c k e r a r m a s shown in fig u re
7. S e c u re a d ju stin g nut in p r o p e r p o sitio n w ith a SPRING
1ST A N D R E V E R S E
c o tte r pin.
RO CKER ARM
5. P o sitio n sh ift fin g e r (21) in housing (33);
th en in s ta ll s h ifte r sh a ft (12) in housing, aligning A D J U S T IN G NUT T-4496

s p lin e s of s h if te r sh a ft w ith sp lin e s of s e le c to r

s le e v e and b a ll a sse m b ly (25), and hole in s h ifte r Figure 7—Reverse Latch Plunger Adjustm ent
sh a ft w ith hole in sh ift fin g e r (21).
6. In s ta ll sh ift fin g e r s c re w (20). T ighten 5. R em ove sh ift fin g e r shaft (15) and end
s c re w to 25 fo o t-p o u n d s to rq u e and s e c u r e w ith c o v e r (19) fro m c o n tro l housing (3). R em ove shift
lo c k w ire .
fin g e r (4) fro m c o n tro l housing.
7. In s ta ll attach in g p a r t s th a t re ta in s h ifte r
6. R o tate se le c tio n le v e r shaft (20) 180 d e­
sh a ft c o lla r (11) to s h ifte r sh aft (12).
g re e s , th en rem o v e se le c tio n le v e r sh aft fro m
8. In s ta ll attach in g p a r t s th a t hold sh ift le v e r
sh ift fin g e r sh a ft (15).
a s s e m b ly (7) to sh ift le v e r m ounting b ra c k e t (5). 7. R em ove sh ift fin g e r sh aft (15) and se le c tio n
T ig h ten nut to 25-31 fo o t-p o u n d s to rq u e .
cam and stu d a sse m b ly (6) fro m end co v e r (19).
9. In s ta ll atta c h in g p a r ts th a t hold sh ift le v e r
8. R em ove attach in g p a r ts holding r e v e r s e
m ounting b ra c k e t (5) to housing (33). B e s u r e sh ift
le v e r a s s e m b ly (7) is p ro p e rly s e a te d in slo t of
s h if te r sh a ft c o lla r (11).
10. P o sitio n s e le c to r le v e r (18) on s e le c to r
a r m and sh a ft a s s e m b ly (22), so th a t th e s e le c to r
le v e r is p e rp e n d ic u la r to th e g a sk e t sid e of the
h ousing (33). T ighten nut (16) firm ly .

S PIC E R REM OTE CONTROL ASSEMBLY

(USED ON SPICER 5752C) f 23 22
1 Nut 13 Bolt
D is a s s e m b ly 2 Lock Washer 14 Thrust Washer
NOTE: Key n u m b e rs in te x t r e f e r to fig u re 8. 3 Control Housing 15 Shift Finger Shaft
4 Shift Finger 16 Shift Lever
1. It is im p o rta n t to m a rk lo catio n of sh ift
5 Shift Finger Key 17 Bolt
le v e r (16) in re la tio n to sh ift fin g e r sh aft (15) to 6 Selection Cam and 18 Washer
f a c ilita te a s s e m b ly . L o o sen clam p bolt on sh ift Stud Assembly 19 End Cover
le v e r , then re m o v e sh ift le v e r and th r u s t w a sh e r 7 Snap Ring 20 Selection Lever Shaft
(14). 8 Thrust Washer 21 Shift Finger Screw
2. R em ove se le c tio n le v e r (11) fro m se le c tio n 9 Gasket 22 Reverse Shift Finger
c a m and stu d a s s e m b ly (6). 10 Nut Stud
11 Selection Lever 23 Reverse Shift Finger
3. T hrough opening in b ottom of c o n tro l ho u s­ 12 Washer T-2985
ing (3), re m o v e lo ck w ire and sh ift fin g e r sc re w
(21) fro m sh ift fin g e r (4).
4. R em ove atta c h in g p a r ts th a t hold end c o v er
(19) to c o n tro l housing (3). Figure 8 —Remote Control A ssem bly (Spicer Transm ission)

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 7A-8
TRANSMISSON CONTROL LINKAGE
sh ift fin g e r (23) to c o n tro l housing (3), then re m o v e
r e v e r s e sh ift fin g e r.
C leaning and In sp ectio n
1. C lean a ll p a r ts thoroughly w ith s u ita b le
cleanin g so lv en t. W ipe o r blow p a r ts d ry .
2. E xam ine a ll p a r ts fo r sc o rin g , c ra c k s , o r
o th e r dam ag e. D is c a rd a ll p a r ts th a t a r e not in
good condition.
A ssem b ly
NOTE: Key n u m b e rs in te x t r e f e r to fig u re 8.
1. In s ta ll r e v e r s e sh ift (23) in c o n tro l housing
(3). T ig h ten a tta c h in g nut firm ly .
2. In s ta ll s e le c tio n cam and stu d a sse m b ly (6)
into end c o v e r (19).
3. In s ta ll snap rin g (7) and th r u s t w a sh e r (8)
on sh ift fin g e r sh a ft into end c o v e r.
4. In s ta ll sh ift fin g e r key (5) on s e le c tio n le v e r
sh aft (20).
5. Slide s e le c tio n le v e r sh aft (20) onto sh ift
fin g e r sh a ft (15). R o ta te se le c tio n le v e r sh a ft u n til
s e le c tio n cam and stu d a sse m b ly (6) p ro p e rly en­
TRUCK MODELS WITH ALLISON MT40
AUTOMATIC TRANSMISSIONS
LINKAGE ADJUSTMENTS
P r i o r to m aking any check s o r a d ju stm e n ts of
tra n s m is s io n m an u al and th ro ttle c o n tro l linkage,
check p e rfo rm a n c e of th e engine. The tr a n s m is s io n
CARBURETOR THROTTLE LEVER
Figure 9 —Accelerator and TV Linkage
g ages se le c tio n le v e r sh a ft. Then ro ta te se le c tio n
le v e r sh aft 180 d e g re e s so th a t th e sh ift fin g e r key
(5) is pointing upw ard a s shown.
6. P o sitio n new g ask et (9) on c o n tro l housing
(3).
7. P o sitio n sh ift fin g e r (4) in c o n tro l housing
(3), then w hile in s e rtin g the end co v e r (19) w ith
sh a fts into co n tro l housing, in sta ll sh ift fin g e r (4)
on se le c tio n le v e r sh aft (20).
NOTE: B e s u re th e sh ift fin g e r (4) is in sta lle d
on th e sh a ft w ith the lo n g e r b o ss facing th e end
c o v e r a s shown.
8. In s ta ll end c o v e r (19) to c o n tro l housing
(3). T ighten atta ch in g b o lts firm ly .
9. In s ta ll sh ift fin g e r sc re w (21) and new lock
w ire to sh ift fin g e r (4).
10. P o sitio n se le c tio n le v e r (11) on se le c tio n
cam and stu d a sse m b ly (6), so th a t se le c tio n le v e r
is p a r a lle l to th e sh ift fin g e r sh a ft (15). T ighten
attach in g nut firm ly .
11. A lign m a rk s on sh ift le v e r (16) and sh ift
fin g e r sh aft (15). T ighten clam p bolt firm ly .
is often b lam e d fo r p o o r o p e ra tio n of th e v ehicle
when the engine is not tuned to d e liv e r p eak p o w er.
R e fe r to GASOLINE ENGINES (SEC. 6A) o r GMC
DIESEL ENGINE (SEC. 6B) in th is m anual fo r r e c ­
om m ended tu n e-u p p ro c e d u re s . It should be kept
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 7A-9

TRANSMISSON CONTROL LINKAGE

in m ind, th a t to a s s u r e efficien t p e rfo rm a n c e of

p o w er p la n t, the tra n s m is s io n should be a s c a r e ­
fu lly b a lan ced w ith th e engine a s a r e fuel and
ig n itio n s y s te m s .
T he tra n s m is s io n c o n tro l lin k ag e m u st be
check ed and p ro p e rly a d ju ste d w henever any of the
follow ing ev en ts o ccu r:
1. A t tim e of "New V ehicle In sp e c tio n ," a fte r
fin a l engine id le a d ju stm e n ts have been m ade.
2. A fte r any tra n s m is s io n c o n tro l linkage has
been rem o v ed o r re p la c e d .
3. A fte r tr a n s m is s io n h as been rem o v ed and
r e in s ta lle d in v eh icle.
4. W hen th e tra n s m is s io n is not p e rfo rm in g
p ro p e rly .

W ARNING
DO NOT S T A R T EN GINE WITH
S H IF T LIN K A G E D ISC O N N EC TED , AS
SERIO US IN JURY CO U LD R E S U L T TO
V E H IC L E OR P E R SO N N EL.

Figure 10—Installing TV Linkage A djustm ent G auge

ACCELERATOR AND TV LINKAGE
The TV (th ro ttle valve) linkage m ust be p ro p ­
e rly a d ju ste d so th a t engine and tra n s m is s io n , a s
a m atch ed p a ir , can give m axim um p e rfo rm a n c e .
If tr a n s m is s io n TV lin k ag e is in c o rre c tly ad ju sted ,
th e engine m ay not o p e ra te a t fu ll governed rp m ,
o r th e tr a n s m is s io n u p sh ift and dow nshift po in ts
m ay be in c o r r e c t.
The TV linkage should be ad ju ste d so th at
tr a n s m is s io n u p sh ift o c c u rs a t a p p ro x im ately 50
rp m below engine gov ern ed sp e e d d uring full load
o p e ra tio n .
A deten t p o sitio n is in c o rp o ra te d in th e TV
lin k ag e to p ro v id e ad d itio n al c o n tro l of tr a n s m is ­
sio n s h ifts . D E T E N T , r e f e r r e d to a s " f u llth ro ttle "
is th e p oint of fu ll fu el co n tro l opening w h ere a c ­
c e le r a to r p edal r e s is ta n c e is fe lt. TH RU -DETEN T
is a c c o m p lish e d by d e p re s s in g p ed al th ro u g h pedal
r e s is ta n c e u n til it b o tto m s. If th e DETENT sh ift
p o in ts a r e c o r r e c t, but th e TH RU -D ETEN T sh ift
p o in ts a r e not c o r r e c t, th e TV m e ch an ism in the
tr a n s m is s io n m ay be stic k in g . The THRU-DETENT
p o s itio n should not allow tra n s m is s io n to upsh ift
and should allow dow nshifts a t the h ig h est rp m
p o s s ib le .
CAUTIO N: TRANSMISSION SHOULD
NOT B E O P E R A T E D IF T H R O T T L E L IN K ­
AGE IS NOT A D JU STED C O R R E C T L Y
B E C A U S E IN S U F F IC IE N T T V P R E SSU R E
CO U LD CA U SE R ED U CTIO N OF MAIN
P R E S S U R E , WHICH IN TU RN , MIGHT
R E S U L T IN C L U T C H S L IP P A G E AND
TRANSMISSION F A IL U R E .
TV Linkage A d ju stm en t - M E60
IMPORTANT: Be s u r e engine idle and g o v ern ­
ed sp e ed a r e p ro p e rly ad ju ste d b efo re p ro c ee d in g .
R e fe r to ENGINE FU EL SYSTEM (SEC. 6M) fo r
a d ju stm e n ts.
1. Apply p a rk in g b ra k e and block v eh ic le ’s
d riv in g w h eels.
2. To fa c ilita te in sta lla tio n of TV L inkage
A d justm ent Gauge (J-23739), disco n n ect m anual
s e le c to r linkage at tra n s m is s io n by rem oving
c le v is pin fro m sh ift le v e r (F, fig. 15).
3. D isconnect TV ro d (L, fig. 9) fro m t r a n s ­
m issio n TV le v e r. A lso d isconnect TV le v e r r e tu rn
sp rin g fro m TV le v e r .
4. R e fe rrin g to fig u re 9, p e rfo rm th e following:
a . I n s e r t a %-inch d ia m e te r pin through hole
(E) and into alig n m en t slo t of le v e r (F). W ith c a rb ­
u r e to r th ro ttle le v e r h eld in "ID L E ” p o sitio n by
the th ro ttle re tu rn sp rin g , ad ju st length of ro d a s ­
sem bly (A) to p ro v id e fr e e - e n tr y into le v e r (D).
S ec u re length of ro d (A) by tightening nut (C ).
b. R em ove d ia m e te r pin fro m hole (E).
c. D isconnect ro d a sse m b ly (O) fro m le v e r (Q).
d. R o tate le v e r (F) co u n terclockw ise to down­
sh ift p o sitio n (THRU-DETENT) and hold.
e. Have a s s is ta n t d e p re s s a c c e le ra to r pedal
u n til ped al ro d (J) co n ta c ts bu m p er (I).
f. A djust length of ro d a sse m b ly (O) to p ro vide
f r e e - e n try into le v e r (Q). S ecu re length of ro d (O)
by tightening nut (P).
5. In s ta ll gauge (J-23739) a s shown in fig u re
10. N ote th at gauge is in sta lle d on m anual s e le c to r
nut.

CHEVROLET 40-40 TRUCK SERVICE MANUAL

Sec. 7A-10
TRANSMISSON CONTROL LINKAGE
G A U G E J-23739
7HRU-DETENT” LINE
TV LEVER
Figure 11 —Checking for Proper TV Lever Travel
6. Hold TV le v e r fu ll co u n terclo ck w ise a g a in st
tra n s m is s io n in te rn a l sto p . Align th e "ST O P" line
on gauge w ith th e fo rw a rd edge of TV le v e r . If
n e c e s s a ry re p o sitio n gauge on m anual s e le c to r nut
to obtain a lig n m en t. U se a m ir r o r if u nable to view
d ire c tly .
7. Move TV le v e r fu ll clockw ise a s shown in
fig u re 11. TV le v e r should be aligned w ith 'T H R U -
(G AUGE J-23739
TV LEVER
Figure 12—Position of TV Lever at Idle
D E T E N T " lin e . T his step is a check to be s u r e no
in te rn a l condition e x is ts in the tra n s m is s io n th at
would p re v e n t full m ovem ent of the TV le v e r.
NOTE: A ll MT S e rie s tra n s m is s io n s co v e re d
by th is m anual a r e of th e Long S troke design, and
TV le v e r tra v e l m u st be the sa m e a s shown in
fig u re 11. C o rre c t any in te rn a l tr a n s m is s io n con­
dition, if n e c e s s a ry , b e fo re p ro cee d in g .
8. R econnect TV ro d (L, fig. 9) to tr a n s m is ­
sion TV le v e r (M).
9. W ith engine "O F F " and a c c e le r a to r pedal
a t "ID L E " p o sitio n , the fo rw a rd edge of TV le v e r
should be aligned w ith the "ID L E " line on gauge,
a s shown in fig u re 12. If n e c e s s a ry , sh o rte n o r
lengthen TV ro d to obtain alignm ent w ith gauge by
p e rfo rm in g the following:
a . Have a s s is ta n t lo o sen re ta in in g nut (K, fig.
9) holding s lo tte d -ro d (N) in p o sitio n on TV ro d (L).
b. R e fe rrin g to fig u re 12, alig n TV le v e r with
"ID L E " lin e on gauge and hold.
c. W ith a c c e le ra to r linkage a t "ID L E " p o s i­
tio n , have a s s is ta n t p o sitio n s lo tte d -ro d (N, fig. 9)
so u p p e r p o rtio n of slo t co n tac ts stu d (H). S ecu re
s lo tte d -ro d (N) to TV ro d (L) by tightening nut (K).
R echeck TV le v e r on tr a n s m is s io n to be s u re it
is aligned w ith "ID L E " line on gauge (fig. 12).
10. Have a s s is ta n t d e p re ss a c c e le r a to r pedal
to full th ro ttle (DETENT). R e fe rrin g to fig u re 13,
TV le v e r should be aligned w ith "LONG STROKE"
lin e on gauge.
NOTE: Any u n d e r- o r o v e r- tra v e l in Step 10
in d ic a te s faulty o r im p ro p e r linkage com ponents.
11. R em ove gauge fro m tra n s m is s io n and
connect c le v is (E, fig. 15) to sh ift le v e r (F).
NOTE: C heck fo r p ro p e r linkage ad ju stm en t
a s d e sc rib e d la te r in th is se c tio n u n d er "M anual
R ange S e le c to r L inkage."
12. C heck TV linkage by having a s s is ta n t de­
p r e s s a c c e le r a to r ped al to pedal bu m p er (THRU-
D ETEN T). Hold TV le v e r (M, fig. 9) in th is p o s i­
tio n . W hen a s s is ta n t r e le a s e s the a c c e le r a to r p ed al,
c a rb u r e to r th ro ttle le v e r and a c c e le r a to r pedal
m u st re tu r n fre e ly to "ID L E " p o sitio n . Connect
TV le v e r re tu rn sp rin g .
13. U sing a ta c h o m e te r to a c c u ra te ly check
engine rp m , w ith s e le c to r le v e r in "N" (N eutral),
check engine id le sp ee d (500 rp m ). Road te s t o r
dy n am o m eter te s t vehicle to check fo r full load
u psh ift (5th to 6th). U pshift should o c c u r a t ap p ro x ­
im a te ly 50 rp m below th e engine g o verned sp eed
(4000 rp m ). If u p sh ifts do not o c c u r at sp ec ifie d
rp m ad ju st a s follow s:
a. To r a is e sh ift point, sh o rte n TV ro d (L,
fig. 9) by loosening nut (K), then rep o sitio n s lo tte d -
ro d (N) a s re q u ire d . T ighten nut (K) a g a in st sh o u ld er
of ro d (L).
b. To low er sh ift point, lengthen ro d (L) in the
sa m e m an n er a s p re c e d in g ste p .
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 7A-11

TRANSMISSION CONTROL LINKAGE

TV L inkage A d ju stm en t - TG5Q

IM PORTANT; B e s u r e engine id le (700 rp m
w ith MT S e rie s tra n s m is s io n ) and g o v erned speed
a r e p ro p e rly a d ju ste d , b e fo re p ro c e e d in g . R e fe r to G A U G E J-23739]
ENGINE FU EL SYSTEM (SEC. 6M) fo r a d ju stm e n ts.
1. Apply p a rk in g b ra k e and blo ck v e h ic le 's
LO N G STRO KE” LINE!
d riv in g w h eels.
2. To fa c ilita te in sta lla tio n of TV L inkage
A d ju stm en t Gauge (J-23739) d isco n n ect m anual
ra n g e s e le c to r linkage a t tra n s m is s io n by rem oving
c le v is pin fro m sh ift le v e r (H, fig. 16).
3. D isco n n ect TV ro d (H, fig . 14) fro m TV
le v e r (J). A lso d isco n n ect TV le v e r r e tu rn sp rin g
fro m TV le v e r.
4. R e fe rrin g to fig u re 14, p e rfo rm th e follow ­
ing:
a. W ith cab tilte d , p o sitio n le v e r (E) 0.060-
in ch , u sin g f e e le r gauge, fro m stop (F) and a d ju st
sw iv el on lin k a sse m b ly (D) to p ro v id e f r e e - e n try
of lin k a sse m b ly (D) into le v e r s (E) and (M). |TV LEVER
b. A d ju stm en t of th e deten t button (A) is a c ­
co m p lish ed by re lo c a tin g th e two ja m nuts (located
on d eten t button a s se m b ly . R e tu rn cab to n o rm a l
r id e height. W ith th e a c c e le r a to r p ed al (B) de­ Figure 13—Checking for Proper TV Linkage
p r e s s e d to TH RU -D ETEN T (detent button - com ­ A djustm ent at Full Throttle
p r e s s e d ) , am p le c le a ra n c e m u st e x ist b etw een the
p e d a l and cab flo o r to a s s u r e co m p lete m ovem ent 5. In s ta ll gauge (J-23739) a s shown in fig u re
of th e TV linkage to th e TH RU -D ETEN T p o sitio n . 10. N ote gauge is in s ta lle d on m anual s e le c to r nut.
c. W ith a c c e le r a to r p ed al ju s t touching detent 6. Hold TV le v e r fu ll cou n terclo ck w ise a g a in st
butto n (A) th e in je c tio n pum p c o n tro l le v e r (M) tr a n s m is s io n in te rn a l sto p . Align the "S T O P" lin e
sh o u ld be in the full th r o ttle p o sitio n . If a d ju stm e n t on gauge w ith fo rw a rd edge of TV le v e r. If n e c e s ­
is re q u ire d s h o rte n o r lengthen ro d (C) a s n e c e s ­ s a ry , re p o sitio n gauge on m anual s e le c to r nut to
s a r y . N ote lin k a sse m b ly (D) m u st not be extended obtain alig n m en t. U se a m ir r o r if unable to view
w hen p e rfo rm in g th is s te p . d ire c tly .

J I
T-8008

Figure 14—Accelerator and TV Linkage (TG50)

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 7A-12
TRANSMISSON CONTROL LINKAGE
Figure 15—M anu al Range Selector Linkage (M E60)
7. Move TV le v e r fu ll clockw ise a s shown in
fig u re 11. TV le v e r should be alig n ed w ith "T H R U -
D E T E N T " lin e . T h is ste p is a check to b e s u r e no
in te rn a l condition e x is ts in th e tra n s m is s io n th a t
w ould p re v e n t full m ovem ent of th e TV le v e r .
NOTE: A ll MT S e r ie s tra n s m is s io n s co v ered
by th is m anual a r e of th e Long S tro k e d esig n , and
TV le v e r tr a v e l m u st be th e sa m e a s shown in fig ­
u r e 11. C o rre c t any in te rn a l tra n s m is s io n condi­
tio n , if n e c e s s a ry , b e fo re p ro c e e d in g .
8. R econnect TV ro d (H, fig . 14) to tr a n s m is ­
sio n TV le v e r (J).
9. W ith engine "O F F " and a c c e le r a to r p ed al at
"ID L E ” p o sitio n , th e fo rw a rd edge of TV le v e r
should be aligned w ith th e "ID L E ” lin e on gauge,
a s shown in fig u re 12. If n e c e s s a ry , s h o rte n o r
len g th en TV ro d to o b tain a lig n m en t w ith gauge by
p e rfo rm in g th e follow ing:
a . W ith cab tilte d , have a s s is ta n t lo o se n r e ­
tain in g nut holding s lo tte d - r o d (G) in p o sitio n on
TV ro d (H).
b. R e fe rrin g to fig u re 12, alig n TV le v e r w ith
"ID L E " lin e on gauge and hold.
c . W ith a c c e le r a to r lin k ag e a t ’ID L E " p o sitio n ,
have a s s is ta n t p o sitio n s lo tte d - ro d (G, fig. 14) so
u p p e r p o rtio n of slo t c o n tacts stu d (K). S ecu re
s lo tte d -r o d (G) to TV ro d (H) by tightening re ta in ­
ing nut. R echeck TV le v e r on tra n s m is s io n to be
s u re it is aligned w ith "ID L E ” lin e on gauge (fig.
1 2 ).
10. R etu rn cab to n o rm a l rid e height. Have
a s s is ta n t d e p re s s a c c e le r a to r p ed al to fu ll th ro ttle
(DETEN T). R e fe rrin g to fig u re 13, TV le v e r should
b e aligned w ith "LONG STROKE” lin e on gauge.
NOTE: Any u n d e r- o r o v e r -tra v e l in Step 10
in d ic a te s faulty o r im p ro p e r linkage com ponents.
11. R em ove gauge fro m tr a n s m is s io n and con­
n e c t c le v is (G, fig. 16) to sh ift le v e r (H).
NOTE: C heck fo r p ro p e r linkage ad ju stm e n t
a s d e sc rib e d la te r in th is se c tio n u n d er "M anual
R ange S e le c to r L in k ag e."
12. C heck TV linkage by having a s s is ta n t d e­
p r e s s a c c e le r a to r p ed al u n til detent button (A, fig.
14) is c o m p re sse d (TH RU -D ETEN T p o sitio n ). Hold
TV le v e r (J) in th is p o sitio n . When a s s is ta n t r e ­
le a s e s a c c e le r a to r p e d al, in jec tio n pum p c o n tro l
le v e r (M) and a c c e le r a to r p ed al m u st r e tu r n fre e ly
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 7A-13
TRANSMISSON CONTROL LINKAGE

to "ID L E ” p o sitio n . C onnect TV le v e r r e tu r n sp rin g

(I).
13. U sing a ta c h o m e te r to a c c u ra te ly check
engine rp m , w ith s e le c to r le v e r in "N " (N eu tral),
ch eck engine id le sp e e d (700 rp m ). R oad te s t o r
d y n a m o m e te r te s t v eh icle to ch eck fo r fu ll-lo a d
u p sh ift (5th to 6th). U pshift should o c c u r a t a p p ro x ­
im a te ly 50 rp m below th e engine g o v erned sp eed
(2800 rp m - fu ll load). If u p sh ifts do not o c c u r a t
sp e c ifie d rp m a d ju s t a s follow s:
a. To r a i s e sh ift po in t, s h o rte n TV ro d (H,
fig . 14) by loosening re ta in in g nut holding slo tte d -
ro d (G) to TV ro d (H). R ep o sitio n s lo tte d -r o d a s
re q u ire d . T ighten re ta in in g nut a g a in st sh o u ld e r
fo r ro d (H).
b . To lo w er sh ift p oint, lengthen ro d (H) in the
sa m e m a n n e r a s p re c e d in g ste p .

MANUAL RANGE SELEC TO R LINKAGE

(R e fe r to F ig s . 15 and 16)
The m anual s e le c to r lin k ag e should fully en­
gage a ll tra n s m is s io n ra n g e p o sitio n s ju st b e fo re
th e le v e r h its th e " s to p s ” in c o rp o ra te d in the sh ift
c o n tro l to w er. Shift th e s e le c to r le v e r th rough each
p o s itio n w hile feelin g fo r fu ll en gagem ent in the
tr a n s m is s io n . N ote the p o sitio n of th e s e le c to r
le v e r a f te r each sh ift. T ra n s m is s io n should not
engage “ 3 - HI” o r “ R” (M E60), o r " 3 - 6” o r
“ R” (TG50), u n til the s e le c to r le v e r on c o n tro l
to w e r is c o m p letely out of th e n e u tra l notch. If
le v e r is not p ro p e rly lo c a te d o r o p e ra tin g , th e
lin k ag e should be a d ju ste d a s follow s:

W ARNING
DO NOT S T A R T EN GIN E WITH MAN­
U A L S E L E C T O R LIN K A G E DISCO N N EC­
T E D , AS SERIO U S INJURY CO U LD R E ­
S U L T TO V E H IC L E OR P ER SO N N EL.
M anual S e le c to r L inkage A d ju stm en t
-M E 60 (R e fe r to Fig. 15)
1. B ack nut (D) aw ay fro m c le v is (E) and r e ­
m ove c o tte r p in and c le v is pin fro m o u te r s h ifte r
le v e r (F).
2. P la c e tra n s m is s io n s e le c to r le v e r (A) in
th e "L O -2 ” p o sitio n and w hile holding tr a n s m is s io n
o u te r sh ift le v e r in "L O -2 ” p o sitio n (co u n te rc lo ck ­
w ise to r e a r m o s t p o sitio n ). A djust c le v is (E) to
p r o p e r length to in s e r t c le v is pin fre e ly through
h o le s in c le v is (E) and s h if te r le v e r (F).
3. In sta ll new c o tte r p in in c le v is p in and
tig h te n nut (D) firm ly a g a in st c le v is (E). C heck to
s e e th a t b o lts holding cab le b ra c k e t (C) a r e tight
to ca b le c o v er and h ousing.
4. A fte r co m p letin g a d ju stm e n t, o p e ra te v e ­
h ic le and ch eck o p e ra tio n of s e le c to r le v e r through
a ll sh ift ra n g e s . R e a d ju st if n e c e s s a ry .
M anual S e le c to r L inkage A djustm ent
- TG50 (R efer to F ig. 16)
1. L o cate tra n s m is s io n s e le c to r le v e r (B)
a g a in st stop in " 3 -6 ” p o sitio n .
2. C heck cab le fo r dim ension shown in View
A -A , fig u re 16, and a d ju st if n e c e s s a ry . A nchor
cable to b ra c k e t at point (D). ,
NOTE: T h re a d e d p o rtio n of sh ift cable ex ­
te n d s 0 .8 8 -in ch above to p -s id e of b ra c k e t, a s shown
a t point (D).
3. D isconnect c le v is (G) fro m m anual sh ift
le v e r (H). A nchor cab le (E) se c u re ly a t point (F).
4. L o c ate m anual sh ift le v e r (H) in "3 -6 "
p o sitio n (3 rd notch fro m th e r e a r ) . A djust cle v is
(G) fo r f r e e - e n try of c le v is pin th ro u g h c le v is and
m anual sh ift le v e r (H). Then lengthen c le v is (G) by
1V2 tu rn s , in s ta ll c le v is pin, tighten ja m nut, and
s e c u r e w ith c o tte r p in .
5. A fte r com pleting a ll a d ju stm e n ts, o p e ra te
v e h icle and check o p e ra tio n of s e le c to r le v e r
th ro u g h a ll sh ift ra n g e s . R ead ju st if n e c e s s a ry .

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 7A-14
TRANSMISSON CONTROL LINKAGE
Figure 17—Retarder Linkage (M E60)
NEUTRAL SAFETY AND BA CK -U P
SWITCH ADJUSTMENT
"M anual S e le c to r L inkage A d ju stm en t" should
b e p e rfo rm e d a s d e s c rib e d p re v io u sly , p r io r to
ad ju stm e n t of th e n e u tra l safety sw itch .
A d justm en t P ro c e d u re - ME60
(R e fer to F ig . 15)
A c c e ss to th e n e u tra l sa fe ty sw itch (J) can be
g ained fro m u n d e rn e a th v eh icle o r by rem o v ing
b o lts holding c o n tro l to w e r to flo o r.
1. B lock d riv in g w h e e ls, apply p a rk in g b ra k e ,
th en p u ll se c o n d a ry w ire out of c e n te r so c k e t in
d is trib u to r cap and g round w ire to p re v e n t p o s s ib le
dam age to co il.
2. L oosen sw itch m ounting s c re w s (I).
3. Move c o n tro l to w e r s e le c to r le v e r to "N"
(N eutral) p o sitio n .
4. W hile holding sa fe ty sw itch le v e r in sa m e
p o sitio n , a s show n, in s e r t a 3 /3 2 -in c h d ia m e te r
p in in hole (G) of sw itch a r m and b ra c k e t. T ighten
sw itc h m ounting s c re w s (I) and re m o v e th e pin
p la c e d te m p o ra rily in hole (G).
5. C heck each ra n g e p o sitio n on c o n tro l to w er
to m ake s u r e the s t a r t e r w ill not o p e ra te w ith the
s e le c to r le v e r in any p o sitio n o th e r than "N " (Neu­
tr a l) . If n e c e s s a ry , re a d ju s t th e sw itch to obtain
th is condition.
6. In sta ll coil w ire in c e n te r so ck et of d is ­
tr ib u to r cap.
A djustm ent P ro c e d u re - TG 50
(R efer to F ig. 16)
1. B lock driving w h ee ls, apply p a rk in g b ra k e ,
and p e rfo rm the follow ing to p re v e n t th e v eh icle
fro m a c cid en tally s ta r tin g w hile p e rfo rm in g a d ­
ju stm e n t:
2. P la c e fuel sh u t-o ff le v e r in "S H U T -O F F"
p o sitio n .
3. Move le v e r (B) to "N " (N eutral) p o sitio n ,
then r e f e r r in g to In se t, fig u re 16, lo o sen jam nuts
and ad ju st length of p u sh ro d to dim ension shown.
4. W ith sw itch p u sh ro d p ro p e rly ad ju sted ,
tig h te n jam nuts se c u re ly .
5. C heck each ra n g e p o sitio n of sh ift linkag e
to m ake s u r e th e s t a r t e r does not o p e ra te w ith
the s e le c to r le v e r in any p o sitio n o th e r th an "N ."
H ave a s s is ta n t check fo r p ro p e r o p e ra tio n of
back -u p lig h ts w ith s e le c to r le v e r in "R ." If n e c ­
e s s a r y , re a d ju s t sw itch.
RETARDER ADJUSTMENT
(R e fer to F ig . 17)
NOTE: The ME60 is the only tru c k m odel
c o v e re d by th is m anual th a t is equipped w ith a
h y d rau lic r e ta r d e r .
1. L oosen nuts (A and B).
2. R em ove clip re ta in in g sw ivel to id le r le v e r,
th en rem o v e sw ivel fro m r e ta r d e r le v e r.
3. W ith r e ta r d e r ped al a g a in st stop b u m p er
(in cab), ad ju st sw ivel on push ro d fo r f r e e - e n tr y
into id le r le v e r.
4. T ighten nuts (A and B) to re ta in sw ivel in
p o sitio n . In s ta ll clip to re ta in sw ivel to r e ta r d e r
le v e r.
NOTE: R e fe rrin g to In se t, of fig u re 17, the
r e ta r d e r valve is shown in th e "O F F " p o sitio n . F u ll
tra v e l of valve fro m "O F F " to "ON” p o sitio n is
^ -in c h .
5. Have an a s s is ta n t d e p re s s r e ta r d e r pedal
(in cab), w hile checking fo r p ro p e r m ovem ent of
r e ta r d e r v alv e. U se a s c a le to be s u r e m ovem ent
of valve fro m ”O F F ” to "ON" p o sitio n is inch.
6. Have a s s is ta n t r e le a s e r e ta r d e r p e d a l. The
r e t a r d e r valve m ust r e tu r n to th e "O F F " p o sitio n
( r e ta r d e r valve fully closed) when the p e d a l is r e ­
le a s e d . The ped al m ust r e tu r n p o sitiv e ly and im ­
m ed iately to re le a s e d p o sitio n (pedal a g a in st th e
b u m p e r stop) when foot p r e s s u r e is r e le a s e d .
7. R ea d ju st lin k ag e, if n e c e s s a ry .
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 7A-15

TRANSMISSON CONTROL LINKAGE

TRUCK MODELS WITH ALLISON AT540

AUTOMATIC TRANSMISSION

LINKAGE ADJUSTMENTS
MANUAL RANGE SELECTO R LINKAGE
ADJUSTM ENT (R efer to F ig . 18)
The m anual s e le c to r lin k ag e should fully en­
gage a ll tr a n s m is s io n ran g e p o sitio n s ju s t b e fo re
th e le v e r h its th e " s to p s ” in c o rp o ra te d in the shift
c o n tro l to w e r. Shift the s e le c to r le v e r through
ea c h p o sitio n w hile feelin g fo r full engagem ent in
th e tr a n s m is s io n . N ote th e p o sitio n of the s e le c to r
le v e r a f te r each sh ift. T ra n s m is s io n should not
engage "D" (D rive) o r "R " (R ev erse) u n til th e s e ­
le c to r le v e r on c o n tro l to w er is co m p letely out of
th e "N " (N eutral) n otch. If le v e r is not p ro p e rly
lo c a te d o r o p e ra tin g , the linkage should be ad ju sted
a s follow s:
1. L o cate tr a n s m is s io n s e le c to r le v e r (B)
a g a in st stop in "N" p o sitio n .
2. C heck cab le fo r dim en sio n shown in View
A -A , and a d ju st if n e c e s s a r y . A nchor cable to
b ra c k e t a t point (D).
3. D isco n n ect c le v is (G) fro m m anual sh ift
le v e r (H). A nchor cab le (E) s e c u re ly at point (F ).
4. L o cate m anual sh ift le v e r (H) in "N ."
NOTE: N e u tra l p o sitio n of m anual sh ift le v e r
is obtain ed by ro ta tin g le v e r com p letely fo rw ard ,
th en b ack one notch.
5. A djust c le v is (G) fo r f r e e - e n tr y of cle v is
p in th ro u g h c le v is and m anual sh ift le v e r (H). Then
s h o rte n cab le by ro ta tin g c le v is 2 tu rn s clo ck w ise.
T ighten ja m nut a g a in s t c le v is; in s ta ll c le v is pin
and s e c u r e w ith c o tte r pin.
6. A fte r com pleting a ll a d ju stm e n ts, o p e ra te
v e h ic le and check o p e ra tio n of th e s e le c to r le v e r
th ro u g h a ll sh ift ra n g e s . R e a d ju st if n e c e s s a ry .

NEUTRAL SAFETY AND BACK-UP LIGHT
SWITCH ADJUSTM ENT (R efer to In se t, F ig. 18)
NOTE: "M anual R ange S e le c to r L inkage Ad­
ju s tm e n t" should be p e rfo rm e d a s d e s c rib e d p r e ­
v io u sly , p r i o r to a d ju stm e n t of th e n e u tra l safety
sw itch .
1. B lock d riv in g w h eels, apply p ark in g b ra k e ,
and p e r f o r m th e follow ing to p re v e n t th e veh icle
fro m a c c id e n tally s ta r tin g w hile p e rfo rm in g a d ­
ju stm e n t:
1. P u ll se c o n d a ry w ire out of c e n te r so ck et
in d is tr ib u to r cap and g round w ire to p re v e n t p o s ­
sib le dam age to c o il.
2. Move le v e r (B) to "N" (N eutral) p o sitio n ,
then r e f e r r in g to In se t, fig u re 18, loosen jam nuts
and ad ju st length of pu sh ro d to d im ension shown.
3. W ith sw itch pu sh ro d p ro p e rly ad ju ste d ,
tighten jam nuts s e c u re ly .
4. C heck each ran g e positio n of sh ift linkage
to m ake s u r e the s t a r t e r does not o p e ra te w ith
the s e le c to r le v e r in any p o sitio n o th e r than "N ."
Have a s s is ta n t check fo r p ro p e r o p era tio n of
b ack -u p lig h ts w ith s e le c to r le v e r in "R ." If n e c ­
e s s a r y , re a d ju s t sw itch.
5. R econnect seco n d ary w ire to d is trib u to r
cap.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 SECTION 7B
m iiiio -n (0ft-V e h ic le S&uuce OpeAatiani-
S ubject P a g e No.
M anual T ra n s m is s io n S erv icin g
M anual T ra n s m is s io n T ro u b le D iagnosis ........................................................ 7B-1
M anual T ra n s m is s io n R eplacem ent ................................................................... 7B -4
R e a r O il Seal R e p l a c e m e n t ...................................................................................... 7B -6
M anual T ra n s m is s io n L u b ric a tio n D e t a i l s ........................................................ 7B-7
A lliso n A utom atic T ra n s m is s io n S erv icin g
MT40 and MT41 T ra n s m is s io n R e p l a c e m e n t .....................................................7B-7
AT540 T ra n s m is s io n R e p l a c e m e n t ....................................................................... 7B -9
A llison A utom atic T ra n s m is s io n L u b ricatio n D e ta ils .................................. 7B-10

MANUAL TRANSMISSION SERVICING

MANUAL TRANSMISSION NOISY OPERATION

TROUBLE DIAGNOSIS
The follow ing tro u b le diag n o sis in fo rm atio n
w ill a s s is t in locatin g tra n s m is s io n tro u b le s, but
in addition w ill s e rv e a s a guide to find the
" c a u s e ” to p re v e n t re o c c u re n c e .
W henever p o ssib le , ro a d te s t the veh icle
p r io r to ov erhau l. M echanics u su ally get second
o r th ird hand re p o r ts of tro u b le e x p e rie n c ed with
the un it and th e se r e p o r ts do not alw ays a c c u ra te ­
ly d e s c rib e the a c tu a l conditions. S o m etim es
sym pto m s se e m to in dicate tro u b le in the tr a n s ­
m issio n ; w hile a c tu a lly the tro u b le m ay be cau sed
by the axle, p ro p e lle r sh aft, u n iv e rs a l jo int, en­
gine o r clutch. T h e re fo re , b efo re rem oving tr a n s ­
m issio n o r re la te d com ponents to lo cate tro u b le ,
alw ays ro a d te s t to check p o ssib ility th at tro u b le
m ay e x is t in o th e r c lo sely a s s o c ia te d u n its. If the
m echan ic can d riv e , ro a d te s tin g w ill be m o re ef­
fectiv e; how ever, ju s t rid in g w ith the d riv e r can
be v e ry in fo rm a tiv e .
Many tim e s the a n sw e r to the tro u b le is ap­
p a re n t when the unit is in sp e c te d p r io r to d is a s ­
sem bly, but th is evidence is often lo st when the
p a r ts a r e s e p a ra te d . If p o ssib le , check the unit
p r io r to d isa sse m b ly . B e a r in m ind th at a c a re fu l
in sp ectio n of the unit should be m ade a s each d is ­
a sse m b ly step is p e rfo rm e d .
It is p o o r p ra c tic e to d isa sse m b le a unit o r
com plete tra n s m is s io n a s quickly a s p o ssib le
w ithout bo th erin g to exam ine the p a r ts a s they
com e down. It happens m any tim e s th a t a m e­
chanic h as com p letely d isa sse m b le d a u nit and
fa ile d to find the cau se of the tro u b le b ecau se he
did not b o th e r to exam ine the p a r ts a s they cam e
a p a rt. A fter the tra n s m is s io n is d isa sse m b le d ,
check the lu b ric a n t fo r fo reig n p a r tic le s which
often re v e a l s o u rc e s of tro u b le th at a r e o v e r­
looked du rin g the d isa sse m b ly .
N oise is v ery elu sive and g en erally not the
fau lt of tra n s m is s io n ; th e re fo re , m ech an ics should
ro a d te s t to d e te rm in e if the d r iv e r ’s com plaint
of n o ise is actu ally in the tra n s m is s io n .
N oise A risin g O utside T ra n s m is s io n
In nu m ero us in sta n c e s, d riv e r s have in s is te d
th at the noise w as in the tra n s m is s io n , how ever,
in v estig atio n s re v e a le d th e n o ise to be c au sed by
one of the follow ing conditions:
1. Fan o u t-o f-b a la n c e o r b lad es w ere bent.
2. D efective v ib ra tio n dam per.
3. C ran k sh aft o u t-o f-b a la n c e.
4. Flyw heel o u t-o f-b a la n c e.
5. Flyw heel m ounting b o lts loose.
6. Engine rough a t idle pro du cin g ra ttle in
g e a r tra in .
7. Clutch a sse m b ly o u t-o f-b a la n c e.
8. Engine m ounts lo o se o r broken.
9. P o w er ta k e -o ff engaged.
10. U n iv e rsa l jo in ts w orn out.
11. P r o p e lle r sh a fts o u t-o f-b a la n c e.
12. U n iv e rsa l jo int ang les out of plane o r at
e x c e ssiv e angle.
13. C en te r b e a rin g s in d riv e line d ry - not
m ounted p ro p e rly , etc.
14. W heels o u t-o f-b a la n c e.
15. T ir e s tr e a d s hum m ing o r v ib ra tin g at
c e rta in sp eed s.
16. A ir le a k s on suction sid e of induction
sy ste m - e sp e c ia lly w ith tu r b o -c h a rg e rs (if used).
N oise A risin g In T ra n s m is s io n
M echanics should tr y to lo cate and e lim in ate
n o ise by m eans o th e r than tra n s m is s io n re m o v a l,
o r ov erh au l. H ow ever, if no ise a p p e a rs to be in the
tra n s m is s io n tr y to b re a k it down into the follow ­
ing c la s s ific a tio n s . If p o ssib le , d e te rm in e what
p o sitio n g e a rsh ift le v e r is in when n oise o c c u rs . If
n o ise is evident in only one g e a r p o sitio n , cause of
n o ise is g e n e ra lly tra c e a b le to g e a rs in o p eratio n .

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 7B-2
TRANSMISSION ON-VEHICLE SERVICE
1. G row l and H um m ing, o r m o re s e rio u s , a
g rinding n o ise. T h ese n o ise s a r e c a u se d by w orn,
chipped, rough, o r c ra c k e d g e a rs . A s g e a rs con­
tinue to w e a r, the grin d in g n o ise w ill be n o tice­
ab le, p a r tic u la r ly in the g e a r p o sitio n th a t th ro w s
the g re a te s t load on th e w orn g e a r.
2. H issin g , o r m o re s e rio u s , a thum ping o r
bum ping-type n o ise . H issin g n o ise s could be
ca u se d by bad b e a rin g s . As b e a rin g s w e a r and
r e ta in e r s s t a r t to b re a k up, e tc ., th e n o ise could
change to a thum ping o r bum ping.
3. M etallic R a ttle s w ithin th e tr a n s m is s io n
u su a lly r e s u lt fro m a v a rie ty of cond itio n s. En­
gine to rs io n a l v ib ra tio n s a r e tra n s m itte d to the
tra n s m is s io n th ro u g h the clu tch . A c h a r a c te r is tic
of the tw o -p la te clu tch is a r a ttlin g n o ise, due to
o sc illa tio n of th e in te rm e d ia te p la te d riv e lugs
w ithin th e flyw heel openings when the clu tch is
re le a s e d . In g e n e ra l, engine sp e e d s could be 600
rp m o r above, to e lim in a te ob jectio n ab le r a ttle s
and v ib ra tio n d u rin g th e id le . A d efectiv e o r faulty
in je c to r would c a u se a rough o r lo w er id le sp e e d
and a r a ttle in th e tr a n s m is s io n . R attle could a lso
be c a u se d by e x c e s s iv e b a c k la sh in p o w er ta k e -o ff
u n it m ounting.
4. Im p ro p e r L u b ric a n ts, o r lack of lu b ric a n t
can pro d u ce n o ise s. T ra n s m is s io n s w ith low oil
le v e ls s o m e tim e s ru n h o tte r than n o rm a l, a s
th e r e is in su ffic ie n t lu b ric a n t to cool and c o v e r
the g e a rs .
5. Squealing, p a rtic u la r ly when the t r a n s ­
m issio n is o p e ra tin g a t h ig h e r sp e e d s, could be
c a u se d by one of the f re e -ru n n in g g e a rs se iz in g
on the th r u s t fa c e o r flu ted d ia m e te r te m p o ra rily
and th en le ttin g go. In g e n e ra l, a m ild s e iz u re
w ill c le a r its e lf up and th e tra n s m is s io n w ill
continue to o p e ra te v e ry s a tis f a c to r ily w ithout
th is defect being known. R e fe r to Step 7 following:
6. G e a r S e iz u re a t high sp eed , u su a lly a c ­
com panied w ith loud sq u e a lin g n o ise. T h is type
of s e iz u r e is re a d ily a p p a re n t to the d r iv e r sin ce
th e tru c k w ill suddenly slow down a s if the b ra k e s
w e re being applied . If the tru c k contin u es to m ove
ahead, even though th e g e a rs h ift le v e r is p la c e d
in n e u tra l, it would in d ic a te the flo atin g g e a r on
th e m a in sh a ft had se iz e d . D e p re ssin g the clu tch
should in te r r u p t the d riv in g to rq u e . The s e iz e d
g e a r could be check ed q uite re a d ily by d e p re s s in g
clu tch and checking the ac tio n w ith the g e a rs h ift
le v e r p ro g re s s iv e ly in a ll sh ift p o sitio n s. If r e ­
le a sin g th e clu tch te n d s to k ill the engine, th en
th is g e a r p o sitio n h as not se iz e d . In o th e r w o rd s,
the tra n s m is s io n w ould be in two g e a rs at the
sa m e tim e . By a p r o c e s s of elim in a tio n , th e g e a r
a t fa u lt can be re a d ily id en tified . R e fe r to Step 7
follow ing:
7. V ibration: G ear s e iz u r e s on th r u s t fa c e s
o r flu te d d ia m e te rs a r e u su a lly c a u se d by v ib r a ­
tio n s in the p ow er tr a in ; th is could be engine,
p ro p e lle r sh a fts, jo in t angle, r e a r ax le, d iffe re n ­
tia ls , etc.
a. Im proved highw ays p e rm it su sta in e d high
sp ee d s. The fa c t th a t engines and e n tire pow er
tr a in s can now c ru is e a t a high rp m can in tro d u ce
v ib ra tio n fre q u e n c ies, th a t w ere not c r itic a l in
the p a st. At slo w e r sp e e d s th e se ite m s would
get by o r only p a s s th rough c r itic a l p e rio d s w hile
a c c e le ra tin g o r d e c e le ra tin g th ro u g h the g e a rs .
b. In the p a st, d riv e line v ib ra tio n s such as
bent tu b es, jo in ts out of p h ase o r alig n m en t, bad
an g les due to s h o rt co uples, c lu tc h e s out of
b alan c e, g e a rs and sh a fts in tra n s m is s io n out of
b alan c e, w e re fa irly obvious. T h ese ite m s w ill
becom e m o re c r itic a l in v e h ic le s running a t
su sta in e d high sp ee d s.
c. C ritic a l v ib ra tio n s a s s o c ia te d w ith h ig h er
sp e e d s a re not the old thum ping o r bum ping type,
but a r e high fre q u en cy v ib ra tio n s. T h is type of
v ib ra tio n w ill cau se g e a r s e iz u r e s , dam aged
s y n c h ro n iz e rs , b e a rin g f a ilu re due to re ta in e r
b o lt fa ilu re s , p ro m o te b rin e llin g , fre ttin g c o r­
ro sio n , etc.
8. G e a r Whine is u su ally cau sed by lack of
b a c k la sh betw een m ating g e a rs o r im p ro p e r sh im ­
m ing of pow er ta k e -o ff u n its.
N oise In N e u tra l
1. M isalignm ent of tra n s m is s io n .
2. W orn o r s c o re d m ain d riv e g e a r a n d /o r
c o u n te rsh a ft b e a rin g s.
3. Scuffed g e a r tooth co ntact s u rfa c e s on
g e a rs .
4. U nm atched co n stan t m esh g e a rs.
5. W orn, rough r e v e r s e id le r g e a r.
6. E c c e n tric c o u n te rsh a ft g e a r asse m b ly .
7. Sprung o r w orn co u n te rsh a ft.
8. E x c e ssiv e b ac k la sh in c o n stan t m e sh g ea r.
9. E x c e ssiv e end p lay in co u n tersh aft, o r
r e v e r s e id le r pinion.
10. W orn m a in sh aft p ilo t b e a rin g .
11. Scuffed g e a r tooth contact s u rfa c e in su f­
fic ie n t lu b ric a tio n .
12. In c o r re c t g rad e of lu b ric a n t.
13. In c o rre c t clutch linkage a d ju stm en t.
N oise In G ear
1. W orn, o r rough m ain sh a ft r e a r b ea rin g .
2. Rough, chipped o r ta p e re d slid in g g e a r
tee th .
3. N oisy sp e e d o m e te r g e a rs .
4. E x c e ssiv e end play of m ain sh a ft g e a rs .
5. R e fe r to conditions lis te d u n d er "N o is e
in N e u tra l. '*
WALKING OR SLIPPIN G OUT O F GEAR
1. If the u n its a r e w alking out of g e a r it
could be c a u se d by:
a. In te rfe re n c e o r re s is ta n c e in the sh ift
CHEVROLET 40-60 TRUCK SERVICE MANUAL

m e c h a n ism p re v e n tin g fu ll engag em ent of the
slid in g clu tch g e a r, o r -
b. If the g e a r h as been sh ifted com p letely
into p o sitio n som e o th e r m alfunction w hich could
m ove th e g e a r out of its p ro p e r lo catio n .
2. A n u m b er of ite m s w hich would p re v e n t
fu ll en g ag em en t of g e a rs a re :
a. Shift fo rk p ad s o r groove in slid in g g e a r
o r c o lla r w orn e x c e ssiv e ly .
b. W orn ta p e r on g e a r clu tch teeth .
c. T ra n s m is s io n and engine out of alignm ent
e ith e r v e r tic a lly o r h o riz o n ta lly .
3. A few ite m s w hich could m ove the g e a r o r
sh a ft out of p ro p e r p o sitio n , p a r tic u la r ly on rough
ro a d s a re :
a. U se of heavy sh ift le v e r e x te n sio n s.
b. Shift ro d poppet s p rin g s b ro k en .
c. Shift ro d poppet no tch es w orn.
NOTE: W hen g e a rs h ift le v e r can be held in
to p re v e n t ju m p -o u t, d eten t m o d ificatio n s w ill
often c o r r e c t it. W hen a g e a r h as been allow ed
to jum p out f o r a long p e rio d g e n e ra lly the cause
m u st be c o r r e c te d p lu s re p la c e m e n t of th e af­
fe c te d g e a rs .
d. Shift ro d b en t o r sp ru n g out of line.
e. Shift fo rk p ad s not s q u a re w ith sh ift ro d
b o re .
f . E x c e ssiv e en d -p lay in d riv e g e a r, m ain -
sh a ft o r c o u n te rsh a ft, c a u se d by w orn b e a rin g s,
r e ta in e r s , etc.
g. T h ru s t w a s h e rs o r fa c e s w orn e x c e ssiv e ly ,
m issin g , e tc .
HARD SHIFTING
1. Sliding g e a r tig h t on sh a ft sp lin e s.
2. In su ffic ie n t c h a m fe r of slid in g g e a r tee th .
3. B u rre d m a in sh a ft o r slid in g g e a r sp lin e s.
4. M isalig n ed m ain sh aft.
5. D am aged sy n ch ro n izin g unit.
6. Im p ro p e r a d ju stm e n t of sh iftin g linkage
o r e x c e s s iv e ly w orn.
7. W orn sh ift ro d s.
8. W orn, sp ru n g s h ifte r fo rk .
9. W rong lu b ric a n t e s p e c ia lly if e x tre m e
p r e s s u r e type lu b ric a n ts a r e added.
10. F re e -ru n n in g g e a r s , s e iz e d o r g alled on
e ith e r the th r u s t fa c e o r d ia m e te rs .
STICKING IN GEAR
1. In su fficien t c h a m fe r on d e t e n t b a ll
no tch es.
2. C hips w edged b etw een o r u n d er sp lin e s
of sh a ft and g e a r.
3. M isalig n ed m a in sh a ft a n d /o r c o u n te rsh a ft.
CRASH SHIFTING OR RAKING O F GEARS
R aking of g e a r s d uring the m anual sh ift is
u su a lly c a u se d by a d efectiv e s y n c h ro n iz e r o r
im p ro p e r sh iftin g technique fo r sy n ch ro n iz ed
tra n s m is s io n .
Sec. 7B-3
TRANSMISSION ON-VEHICLE SERVICE
W hen the sh ift le v e r m oves d ire c tly into
the m anual sh ift p o sitio n w ithout r e s is ta n c e , the
rak in g of te e th w ill be audible and fe lt through
the g e a rsh ift le v e r. T h is condition does not a l­
w ays m ean the s y n c h ro n iz e r is w orn out. The
follow ing m ay c au se th is condition:
1. Q uite often, s m a ll chips m ay lodge in the
s y n c h ro n iz e r te m p o ra rily , w hich p re v e n ts p ro p e r
sy n c h ro n izatio n and c a u se s ra k in g sh ifts. Con­
tin u ed o p e ratio n of the tra n s m is s io n m ay e ith e r
em bed the chip below the su rfa c e of the b ro n ze
o r r e je c t it and the s y n c h ro n iz e r w ill re tu r n to
n o rm a l functioning.
2. U se of im p ro p e r o ils often c a u s e s rak in g
of s y n c h ro n iz e r. Heavy oil p re v e n ts the sy n ­
c h ro n iz e r fro m b re ak in g through the o il film
and doing the job p ro p e rly . The above condi­
tio n u su a lly o c c u rs w ith cold, heavy oil, but
the sy n c h ro n iz e r b egins to w ork p ro p e rly when
the tra n s m is s io n oil re a c h e s n o rm a l o p e ratin g
te m p e ra tu re .
The u se of e x tre m e p r e s s u r e type lu b ri­
c an ts is not reco m m en d ed . G lazing of the sy n ­
c h ro n iz e r cone due to breakdow n of o il is
e sp e c ia lly com m on w ith e x tre m e p r e s s u r e addi­
tiv e s found in m u lti-p u rp o se o r r e a r axle type
lu b ric a n ts.
B roken sy n c h ro n iz e r com ponents so m e tim e s
jam u n d e r poppet p re v e n tin g p ro p e r m ovem ent of
sy n c h ro n iz e r cone, re s u ltin g in c ra s h sh ifts.
W orn sy n c h ro n iz e r com ponents w ith the lo s s
of clutching a c tio n a r e u su a lly c au se d by p o o r
d riv e r technique, o r fa ilu re to c o n tro l engine
sp e ed d ro p -o ff d u rin g u p sh ift, o r fa ilu re to b rin g
engine sp e ed n e a rly up to g o v ern o r sp ee d when
dow nshifting, c a u se s overw ork of sy n c h ro n iz e r
and fa ilu re to sh ift. A lso, d r iv e r s who tr y to sh ift
w ithout u sin g the clu tch w ill b u rn o r w e a r out
m anual sy n c h ro n iz e rs a t re la tiv e ly low m ile ag e .
OIL LEAKS
1. O il le v e l too high.
2. W rong lu b ric a n t in unit.
3. N o n -sh ield ed b e a rin g u se d a t fro n t o r r e a r
b e a rin g cap. (W here ap p licab le.)
4. S eals (if used ) defective o r o m itted fro m
b e a rin g cap, w rong type s e a l u sed , etc.
5. T ra n s m is s io n b r e a th e r om itted , plugged
in te rn a lly , etc.
6. Cap s c re w s lo o se, o m itted o r m issin g
fro m re m o te c o n tro l, s h ifte r housing, b e a rin g
cap s, pow er ta k e -o ff, o r c o v e rs, etc.
7. W elch “ s e a l” plugs loose o r m issin g en­
tir e ly fro m m achine openings in c a se .
8. O il d ra in -b a c k openings in b e a rin g caps
o r c a se plugged w ith v a rn is h , d irt, c o v ere d w ith
g a sk e t m a te ria l, etc.
9. B roken g a s k e t s , g a sk e ts sh ifte d o r
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 7B-4
TRANSMISSION ON-VEHICLE SERVICE
sq u eezed out of p o sitio n , p ie c e s s t ill u n d e r b e a r ­
ing ca p s, clu tch housing, p o w er ta k e -o ff, and
c o v e rs , etc.
10. C ra c k s o r h o les in c a s tin g s.
11. D ra in plug lo o se .
BEARING FAILURES
M ore than 90 p e r cen t of a ll b e a rin g fa ilu re s
a r e c a u se d by d ir t w hich is alw ay s a b ra s iv e .
D irt m ay e n te r th e b e a rin g s durin g a sse m b ly
of the u n its o r be c a r r ie d into th e b e a rin g by the
lu b ric a n t w hile in s e r v ic e . D irt m ay e n te r through
s e a ls , b r e a th e r o r even d irty c o n ta in e rs u s e d fo r
addition o r change of lu b ric a n t.
S o fter m a te r ia l su ch a s d irt, d ust, e tc .,
u su a lly fo rm a b ra s iv e p a s te o r lapping com pounds
w ithin the b e a rin g s th e m s e lv e s sin c e th e un it
p r e s s u r e betw een th e b a lls and ra c e w a y s m ak es
a p e rfe c t p u lv e r iz e r . The ro llin g m otion te n d s to
en tra p and hold th e a b r a s iv e s . A s th e b a lls and
ra c e w a y s w e a r, th e b e a rin g s becom e n o isy . The
lapping actio n te n d s to in c re a s e ra p id ly a s the
fine s te e l fro m th e b a lls and rollw ay adds to the
lapping m a te ria L
H a rd c o a r s e m a te ria l su ch a s ch ip s, e tc .,
m ay e n te r th e b e a rin g s during a sse m b ly fro m
h a m m e rs , d rifts , p o w er c h is e ls , e tc ., o r be m anu­
fa c tu re d w ithin th e u n it during s e r v ic e fro m r a k ­
ing te e th , e tc . T h e se chips p ro d u ce s m a ll in d en t­
atio n in b a lls and r a c e s . Jam m in g of th e s e h a rd
p a r tic le s betw een b a lls and r a c e s m ay c a u se the
in n e r ra c e to tu rn on sh a ft, o r th e o u te r r a c e to
tu rn in th e housing.
C o rro sio n
W a te r, ac id , and c o rro s iv e m a te r ia ls fo rm e d
by d e te rio ra tio n of lu b ric a n t w ill p ro d u c e re d d is h -
brow n coating and s m a ll etch ed holes o v e r o u te r
and exposed s u r f a c e s of r a c e . C o rro s iv e oxides
a ls o a c t a s lapping ag en t.
F atig u e
A ll b e a rin g s a r e su b je c t to fatig u e and m ust
b e re p la c e d ev en tu ally . Y our own o p e ra tin g ex ­
p e rie n c e w ill d ic ta te m ileag e re p la c e m e n t of b e a r ­
ings show ing only n o rm a l w e a r.
Shaft F its
E x c e ssiv e lo o s e n e s s u n d er load is v e ry ob­
je c tio n a b le b e c a u se it p ro d u c e s a c re e p in g o r
slipping of th e in n e r rin g on the ro ta tin g sh a ft.
T h is c a u se s th e s u rfa c e m etal of sh a ft to s c ru b
o r w e a r off.
B e a rin g fits on ro ta tin g sh a fts a r e u su ally
sp e c ifie d a s tig h t. W hen p lay o r lo o s e n e s s , even
0.001” , e x is ts betw een th e b e a rin g and sh a ft, th e re
is a v e ry p ow erful fo rc e tending to r o ta te th e in n e r
ra c e on th e sh aft. T h is fo rc e is cau sed by th e lo o s e ­
n e s s o r lo s t m otion b etw een th e p a r ts and d is a p ­
p e a r s when no lo o s e n e s s e x is ts .
Figure 1— Flywheel Housing Identification
BEARING REPLA CEM EN T
It is f a r m o re d ifficult to rem o v e b e a rin g s
fro m a sh aft than to put them on. In m o st c a s e s
it is n e c e s s a ry to re m o v e the b ea rin g by pulling
on th e o u te r ra c e w hich can dam age th e b a lls o r
r a c e s . Since such dam age is seld o m v isib le , it
does not becom e known u n til a fte r co m plete r e ­
a s s e m b ly . If a b earin g is not going to be re p la c e d ,
avoid re m o v a l during low m ileage reb u ild .
B rin e llin g cau sed by im p ro p e r a sse m b ly o r
re m o v a l — u su ally h a m m erin g w ith o ff-c e n te r
blow s. U se d r iv e r s , p re fe ra b ly u n d er an a r b o r, o r
p u lle r s .
M ANUAL TRANSMISSION
REPLACEMENT
The p ro c e d u re s re q u ire d to rem o v e th e m anual
tra n s m is s io n fro m tru c k s co v e re d in th is m anual
a r e dependent g e n e ra lly upon the type of liftin g
equipm ent a v a ilab le in the r e p a ir shop. O p era tio n s
o th e r than th o se included in th is se c tio n m ay be
n e c e s s a ry if veh icle h as sp e c ia l equipm ent, such
a s a pow er ta k e -o ff unit and c o n tro ls, etc.
T he re q u ire d o p e ra tio n s w ill be obvious upon
v isu a l in sp ec tio n of th e v eh icle. The in stru c tio n s
contained h e re in u n d e r "R em oval" and " In s ta ll­
a tio n ” w ill s e rv e a s a guide in accom plishing
tra n s m is s io n re p la c e m en t.
It is im p o rta n t to note th a t v e h ic le s c o v ered
by th is m anual w ill have e ith e r an "A pron" o r
"S .A .E .# 2 " type flyw heel housing a s shown in fig­
u r e 1. T he "a p ro n " type flyw heel housing is ea sily
id en tified by the sh e e t m e ta l pan w hich c o v e rs the
e n tire lo w er p o rtio n of th e clu tch housing. Note
la c k of a s e p a r a te clutch housing.
The "S.A .E. #2" type flyw heel housing com ­
p le te ly su rro u n d s th e flyw heel. A s e p a ra te clutch
housing is u se d in addition to th e flyw heel housing.
CHEVROLET 40-60 TRUCK SERVICE MANUAL

GEARSHIFT LEVER
TOOL
LEVER RETAINER
TRANSMISSION COVER!
Figure 2— Replacing Gearshift Lever
(SM465 and N ew Process Transmissions)
T ra n s m is s io n re p la c e m e n t p ro c e d u re s a r e d iffe r­
ent fo r each ty p e flyw heel housing u sed .
REMOVAL
1. R em ove flo o r m at and tr a n s m is s io n flo o r
pan c o v e r, then p la c e g e a rs h ift le v e r in "N" (Neu­
tr a l) p o sitio n . R em ove g e a rs h ift le v e r and co n tro l
to w e r a sse m b ly , except when equipped a s follow s:
NOTE: On v e h ic le s equipped w ith SM465 o r
New P r o c e s s tr a n s m is s io n , rem o v e g e a rs h ift le v e r
(only) u sin g T ool (J-8109) a s shown in fig u re 2.
P r e s s down firm ly on tool and ro ta te c o u n te rc lo c k ­
w ise.
2. P la c e clean lin t- f r e e cloth o r o th e r su ita b le
c o v erin g o v e r opening a t top of tra n s m is s io n to
p re v e n t e n try of d ir t o r o th e r fo reig n m a te ria l.
3. D isco n n ect e le c tr ic a l w irin g fro m back-up
lig h t sw itch m ounted on tra n s m is s io n .
4. D ra in lu b ric a n t fro m tra n s m is s io n .
5. D isconnect sp e e d o m e te r cab le fro m tr a n s ­
m issio n a d a p te r.
6. D isco n n ect clu tc h c o n tro l linkage.
7. D isco n n ect and rem o v e p a rk in g b ra k e le v e r
and c o n tro ls (when u sed ).
8. D isco n n ect p r o p e lle r sh a ft fro m tr a n s m is ­
sio n a s d e s c rib e d in "P R O P E L L E R S H A F T S " (SEC.
4D) of th is m anual.
9. If v eh icle is equipped w ith p o w er ta k e -o ff,
re m o v e un it and c o n tro ls fro m tr a n s m is s io n . P la c e
p ro te c tiv e co v erin g o v e r opening.
10. P o sitio n a su ita b le dolly o r ja c k u n d er
veh icle and a d ju st to c a r r y w eight of tra n s m is s io n .
11. V isu ally in sp e c t to d e te rm in e if o th e r
eq uipm ent, lin e s , o r b ra c k e ts m u st be rem o v e d to
p e r m it re m o v a l of th e tra n s m is s io n .
NOTE: On v e h ic le s w hich have th e engine r e a r
Sec. 7B-5
TRANSMISSION ON-VEHICLE SERVICE
m ountings a ttach ed to the clutch housing, it w ill be
n e c e s s a ry to su p p o rt the engine using a su ita b le
dolly o r ja ck at the flyw heel housing. Then, rem o v e
engine r e a r m ountings a s d e sc rib e d in ENGINE
MOUNTINGS (SEC. 6D) of th is m anual.
12. R em ove b o lts w hich a tta c h tra n s m is s io n
to engine a s follow s:
a . A pron Type F lyw heel H ousing - R em ove
b o lts re ta in in g tra n s m is s io n to "A pron” type fly ­
w heel housing (re f e r to fig. 1).
b. S.A .E . #2 Type Flyw heel H ousing - R em ove
clu tch h o u sin g -to -fly w h eel housing m ounting b o lts.
13. Move the tra n s m is s io n a sse m b ly s tra ig h t
away fro m the engine, usin g c a re to keep the t r a n s ­
m issio n m ain d riv e g e a r sh aft in alig n m en t w ith
th e clutch d isc hub.
CAU TIO N : When removing the tra n s­
m ission, do not allow weight of the tra n s­
m ission to hang on clutch d isc hub, as
disc will become distorted, serio usly af­
fecting clutch operation.
14. When tr a n s m is s io n is f r e e fro m engine,
lo w e r the tr a n s m is s io n and move fro m u n d er the
v eh icle.
15. If d e s ire d , a c a re fu l check of clu tch co m ­
ponents should be m ade a f te r the tra n s m is s io n h as
been rem o v ed . If the clutch re q u ir e s re p a ir , r e f e r
to "C LU TCH ES” (SEC. 7E) of th is m anual.
INSTALLATION
1. Apply a light coat of high te m p e ra tu re
g re a s e , to the m ain d riv e g e a r b e a rin g re ta in e r
and sp lin e d p o rtio n of tra n s m is s io n m ain d riv e
g e a r sh aft to a s s u r e fre e m ovem ent of clu tch and
tra n s m is s io n com ponents during a sse m b ly . R e fe r
to LUBRICATION (SEC. 0) of th is m anual fo r ex­
p lan atio n of high te m p e ra tu re g re a s e .
CAUTIO N : DO NOT apply an e x ce ss­
ive amount of grease in the above a re a s,
as under normal operation this grease
would be thrown onto clutch facings r e ­
sulting in clutch failu re.
2. Shift the tra n s m is s io n into high g e a r.
3. Mount the tr a n s m is s io n on dolly o r jack
and m ove into p o sitio n u n d e r the veh icle.
NOTE: On m odels equipped w ith "A pron" type
flyw heel housing, p o sitio n the clutch r e le a s e b e a r ­
ing and su p p o rt a sse m b ly in sid e the flyw heel hous­
ing. Be s u re the clu tch fo rk p ro p e rly engages the
clu tch r e le a s e b e a rin g .
4. Align the tr a n s m is s io n m ain d riv e g e a r
sh a ft w ith the clu tch d isc hub by ro ta tin g the t r a n s ­
m issio n output flange o r yoke. Move the tr a n s m is ­
sio n fo rw a rd , guiding the m ain d riv e g e a r shaft
into the clu tch d isc s p lin e s .
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 7B-6

TRANSM ISSION ON-VEHICLE SERVICE

IM PORTANT: A void sp rin g in g the clu tch when

th e tra n s m is s io n is being in s ta lle d . Do not fo rc e
th e tra n s m is s io n into clu tch disc s p lin e s . Do not
le t tra n s m is s io n drop o r hang u n su p p o rted in the
sp lin ed hub of th e clu tch d isc .
5. In s ta ll clu tch h o u sin g -to -e n g in e flyw heel
housing m ounting b o lts and w a s h e rs (except on
v e h ic le s equipped w ith "A pron" type flyw heel h o u s­
ing). Tighten b o lts to 25 to 30 foot-p o u n d s to rq u e .
NOTE: On v e h ic le s equipped w ith "A p ro n ” type
flyw heel housing, in s ta ll tra n s m is s io n -to -fly w h e e l
housing m ounting b o lts and lock w a s h e rs . T ighten
b o lts a s in d ic a te d follow ing:
B olt T o rq u e (F t.-L b s .)
a. Conv. Cab M odels . . . . 60-90
b. T ilt Cab M o d e l s ............... 5 5 - 6 5

6. If th e engine r e a r m ountings w e re rem o v ed,

r e in s ta ll the m ounts a s c o v e re d in ENGINE MOUNT­
INGS (SEC. 6D) of th is m anual. B e s u r e a ll m ount­
ing b o lts a r e p ro p e rly to rq u e d .
7. If veh icle is equipped w ith p o w er ta k e -o ff
r e in s ta ll u n it and c o n tro ls .
8. C onnect p ro p e lle r sh aft to tr a n s m is s io n as
d e s c rib e d in ’’P R O P E L L E R SHAFTS” (SEC. 4D)
of th is m anual.
NOTE: P r o p e r to rq u e v alu es fo r the m ain sh aft
flange o r yoke re ta in in g nut is given u n d e r " R e a r
O il Seal R e p la c e m e n t" l a te r in th is se c tio n .
9. C onnect m ech an ical p ark in g b ra k e le v e r
and c o n tro ls (when u sed ). A djust b ra k e , if n e c e s ­
s a r y , a s outlin ed in "PARKING BRAKE" (SEC. 5C)
of th is m anual.
10. R econnect clu tch c o n tro l lin k ag e.
11. C onnect sp e e d o m e te r cab le to a d a p te r at
tra n s m is s io n .
12. If o th e r equipm ent (exhaust p ip e, su p p o rt
b ra c k e ts , etc.) w as rem o v ed , r e in s ta ll th e s e p a r ts .
13. Shift th e tr a n s m is s io n into "N" (N eutral)
and re in s ta ll g e a rs h ift le v e r and c o n tro l to w er
a sse m b ly .
NOTE: On v e h ic le s equipped w ith SM465 o r
New P r o c e s s tr a n s m is s io n , in s ta ll g e a rs h ift le v e r
u sin g Tool (J-8109) a s shown in fig u re 2.
14. C onnect e le c tr ic a l w irin g to b ack -u p light
sw itch m ounted on tra n s m is s io n .
15. F ill tra n s m is s io n w ith lu b ric a n t r e c o m ­
m ended in LUBRICATION (SEC. 0) of th is m anual.
16. If n e c e s s a ry , a d ju st clutch c o n tro l linkage
a s d e s c rib e d in "CLUTCH CONTROLS" (SEC. 7D).
REAR OIL SEAL REPLACEMENT
REMOVAL
1. D ra in lu b ric a n t fro m tra n s m is s io n .
2. D isco n n ect p r o p e lle r sh aft fro m t r a n s m is ­
sion a s d e s c rib e d in "P R O P E L L E R SHAFTS" (SEC.
4D) of th is m anual.
Figure 3— Installing Mainshaft Rear Oil Seal
3. R em ove p ark in g b ra k e (when used) fro m
r e a r of tra n s m is s io n a s d e sc rib e d in "PARKING
BRAKE" (SEC. 5C) of th is m anual.
4. D isconnect sp e e d o m e te r cable and rem o v e
sp e e d o m e te r driv en g e a r fro m m ain sh aft r e a r
b e a rin g cap.
5. U sing flange o r yoke holding tool, rem o v e
th e output yoke o r com panion flange nut. P u ll o u t­
put yoke o r com panion flange off m ainshaft.
6. R em ove m ain sh aft r e a r b e a rin g cap and
g a sk e t. D is c a rd g asket.
7. U sing a su ita b le p u lle r, rem o v e oil se a l
fro m r e a r b e a rin g cap. D is c a rd oil s e a l.
INSTALLATION
1. In sta ll new oil se a l in m ain sh aft r e a r b e a r ­
ing cap usin g a su ita b le s e a l in s ta lle r a s shown in
fig u re 3, w ith lip of s e a l pointing to w ard tr a n s m is ­
sio n c a s e .
NOTE: Sealing cem ent should be u se d at the
o u te r d ia m e te r of oil s e a l to p re v e n t leak ag e. Wipe
off e x c e ss cem ent.
2. C lean a ll g a sk et s u rfa c e s , then in s ta ll r e a r
b e a rin g cap and oil s e a l a sse m b ly w ith a new g a s ­
k et to tra n s m is s io n c a s e . T ighten cap sc re w s
firm ly .

CHEVROLET 40-60 TRUCK SERVICE MANUAL


TPM-8839
Figure 4 — Transmission Filler and Drain Plugs (Typical)
NOTE: O il r e tu r n p a s s a g e in r e a r b e a rin g cap
m u st lin e up w ith o il p a s s a g e in tr a n s m is s io n c a se .
3. In sta ll output yoke o r com panion flange on
m a in sh a ft. U sing flange o r yoke holding tool, in ­
s ta ll re ta in in g nut. R e fe r to "T o rq u e S p ec ific a ­
tio n s " fo r p r o p e r to rq u e .
4. In s ta ll sp e e d o m e te r d riv en g e a r, then con­
n e c t sp e e d o m e te r ca b le .
5. In s ta ll p a rk in g b ra k e (when used) to t r a n s ­
m is sio n a s d e s c rib e d in "PARKING BRAKE” (SEC.
5C) of th is m anual. A djust b ra k e if n e c e s s a ry .
6. C onnect p r o p e lle r sh a ft to tra n s m is s io n a s
d e s c rib e d in ’’P R O P E L L E R SHAFTS” (SEC. 4D)
of th is m anual.
7. R efill tra n s m is s io n w ith lu b ric a n t a s d e s ­
c rib e d in LUBRICATION (SEC. 0) of th is m anual.
ALLISON AUTOMATIC TRANSMISSION SERVICING
MT40 TRANSMISSION
REPLACEMENT
T he follow ing p ro c e d u re s apply to a ll v e h ic les
c o v e re d by th is m an u al. H ow ever, it m ay be n e c ­
e s s a r y to re m o v e a i r ta n k s, fuel ta n k s, sp e c ia l
equipm ent, e tc ., on so m e v e h ic le s to p ro v id e c le a r ­
an ce b e fo re th e tra n s m is s io n is rem o v ed .
IM PORTANT: The to rq u e c o n v e rte r and t r a n s ­
m is s io n m u st be re m o v e d fro m , o r in s ta lle d into
th e v eh icle a s a u n it. The tra n s m is s io n cannot be
re m o v e d fro m o r in s ta lle d on the c o n v e rte r in the
v e h ic le .
O verh au l in fo rm a tio n fo r MT S e rie s t r a n s ­
m is s io n s is co n tain ed in A lliso n M anual SA1126.
Sec. 7B-7
TRANSMISSION ON-VEHICLE SERVICE
TORQUE SPECIFICATIONS
C om panion F lange o r O utput Yoke R etaining Nut
T ra n s m is s io n Model Nut T o rque (F t.-L b s .)
C o rp o ra tio n SM465 .................. 95 - 120
New P r o c e s s 435 ........................ 125 - 150
New P r o c e s s 540, 542 ............ 125 - 150
C la rk 282 o r 285 ........................ 400 - 450
C la rk 325 o r 327 ........................ 400 - 450
S p ic er 5652, 5752 o r 5756 . . . 500 - 550
MANUAL TRANSMISSION
LUBRICATION DETAILS
IM PORTANT: F o r in fo rm a tio n on lu b ric a tio n
in te rv a ls , type of lu b ric a n t, and lu b ric a n t capacity
fo r m anual tra n s m is s io n s , r e f e r to LUBRICATION
(SEC. 0) of th is m anual.
CHECKING LEV EL (F ig. 4)
At sp e c ifie d in te rv a l rem o v e f ille r plug at
sid e of c a s e and, if n e c e s s a ry , add su ffic ien t r e c ­
om m ended lu b ric a n t to b rin g lu b ric a n t le v e l up to
le v e l of opening. In s ta ll and tighten f ille r plug.
DRAINING AND FILLIN G (F ig. 4)
When tra n s m is s io n is new o r a f te r o v erh a u l,
it is reco m m en d ed th a t lu b ric a n t be d ra in e d a fte r
the f i r s t 3,000 m ile s of o p e ra tio n , and th e r e a f te r
at re co m m en d ed in te r v a ls . D rain in g a t e a rly m ile ­
age re m o v e s fine m eta llic p a r tic le s o r o th e r f o r ­
eign m a te ria l.
At sp e c ifie d in te rv a ls , p re fe ra b ly im m ed iate ly
a f te r o p e ra tio n w hile un it is hot, rem o v e d ra in
plug to d ra in lu b ric a n t. C lean d ra in plug, then r e ­
in s ta ll and tighten s e c u re ly . R efill to lev el of f ille r
plug w ith lu b ric a n t reco m m en d ed in LUBRICATION
(SEC. 0) of th is m anual.
REMOVAL
1. B lock v eh icle so th a t it cannot m ove. D is­
connect ground s tr a p fro m b a tte ry n eg ativ e (-)
p o st. R em ove the s p a rk plu g s (gasoline engines)
so the engine can be tu rn e d o v e r m anually. On
m o d els equipped w ith d ie se l en gines, p la c e fuel
sh u t-o ff le v e r in "S H U T -O F F " p o sitio n .
2. L oosen the tra n s m is s io n oil f ilte r co v er by
loosening co v er s tra p re ta in in g b o lt and nut to
allow tr a n s m is s io n oil to d ra in . Do not rem o v e the
f ilte r c o v e r fro m the oil pan a s oil w ill gush out
too quickly. When oil sto p s flow ing, tig h ten the
c o v e r s tr a p .
3. D isconnect th e ra n g e s e le c to r cable fro m
sh ift le v e r at le ft-s id e of tra n s m is s io n .
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 7B-8

TRANSMISSION ON-VEHICLE SERVICE

4. D isco n n ect TV (th ro ttle valve) ro d fro m TV

le v e r a t left sid e of tr a n s m is s io n .
5. D isco n n ect r e t a r d e r linkage on le ft sid e of
tra n s m is s io n (when u sed ).
6. R em ove th e oil le v e l gauge (d ip stick ). D is ­
connect o il f ille r tube a t rig h t sid e of tra n s m is s io n
o il pan and rem o v e th e clam p . R em ove vent hose
c la m p s and lift out f ille r tube and vent hose a s ­
sem b ly . R ep lace d ip stic k in tube and c o v e r the vent
hose and o il pan openings to p re v e n t e n try of
fo re ig n m a te ria l.
7. D isco n n ect o il c o o le r lin e s fro m fittin g s
on the r e t a r d e r valve body. P lug lin e ends and
valve body openings w ith clean lin t- f r e e m a te ria l.
D isco n n ect w irin g fro m hot o il sw itch .
8. D isco n n ect the sp e e d o m e te r sh aft fitting
fro m a d a p te r a t r e a r of th e tr a n s m is s io n .
9. D isco n n ect th e p r o p e lle r sh a ft fro m t r a n s ­
m issio n a s d e s c rib e d in "P R O P E L L E R SHAFTS"
(SEC. 4D) of th is m anual.
10. D isco n n ect th e m ech an ical p a rk in g b ra k e
linkag e at rig h t sid e of tr a n s m is s io n (if u sed).
TPM 5479
11. T hrough th e opening in the flyw heel ho us­
ing, u se a p r y - b a r a s n e c e s s a ry to m anually tu rn
th e flyw heel. A s the flyw heel is ro ta te d , rem o v e Figure 5 — Transmission Mounted on Adjustable Dolly
the s ix n u ts re ta in in g flyw heel flex p la te a sse m b ly
to c o n v e rte r pum p c o v e r. p ilo t hole and on flyw heel flex p la te asse m b ly and
c o n v e rte r housing fa c e . R otate flyw heel a s n e c e s ­
CAUTIO N : DO NOT rotate flywheel s a r y so th at the six stu d s on the c o n v e rte r c o v er
by using wrench on the nuts or prying can fre e ly e n te r holes in engine flyw heel fle x p la te
against studs on converter cover. a sse m b ly . C arefu lly move tra n s m is s io n a sse m b ly
to w ard engine so stu d s can e n te r h oles in flex
p la te and so th at p ilo t on tra n s m is s io n e n te rs p ilo t
12. Support the tr a n s m is s io n w ith a 1,000- hole in c e n te r of flyw heel.
pound (m inim um ) tra n s m is s io n flo o r ja c k (see fig. 2. In s ta ll b o lts and w a sh e rs th a t a tta c h con­
5). The jack m ust be p o sitio n ed so tra n s m is s io n v e r te r housing to engine flyw heel housing. T ighten
oil pan w ill not su p p o rt the w eight of th e tr a n s m is ­ b o lts to 25-30 foot-pounds to rq u e.
sio n . F a s te n a sa fe ty chain o v e r top of t r a n s m is ­ 3. L oosely, in s ta ll six nuts th a t hold c o n v e rte r
sio n and to both s id e s of th e jack . c o v e r to flyw heel fle x p la te . On next hand ro tatio n
13. P la c e a su p p o rt u n d e r r e a r of engine and of engine, tighten nuts a s follow s:
rem o v e c o n v e rte r h o u s in g -to -fra m e su p p o rt b o lts.
ME60 ......................................... 20-25 F t.-L b s .
R a ise the engine to re m o v e w eight fro m the engine
TG50 ......................................... 15-20 F t.-L b s .
r e a r m ounts.
14. R em ove the c o n v e rte r h o u sin g -to -fly w h eel 4. In s ta ll tra n s m is s io n r e a r su p p o rt on M E-
housing attach in g b o lts and w a s h e rs . 60. T ighten fra m e r a il- to - s u p p o rt nuts a t left
15. R em ove tr a n s m is s io n r e a r m ounting b o lts fra m e r a il to 35-55 foot-pounds and a t the rig h t
and th en rem o v e tr a n s m is s io n r e a r su p p o rt on fra m e r a il tig h ten the sin g le nut to 80-120 foot­
M E6500. pounds to rq u e . T ighten two r e a r su p p o rt b ra c k e t-
16. Move tr a n s m is s io n fro m the engine, lo w er to - tra n s m is s io n b o lts to 55-75 foot-pounds to rq u e .
th e a sse m b ly c a re fu lly and move it out fro m the 5. C arefu lly low er engine and tra n s m is s io n
v eh icle . a sse m b ly onto engine r e a r m ounts. T ighten engine
r e a r m ounting b o lts to 55-75 foot-pounds to rq u e.
INSTALLATION T hen bend lo ck tab s down o v e r head of each b o lt.
1. R a ise v eh icle su fficien tly to allow in s ta ll­ R em ove lifting equipm ent fro m beneath veh icle.
atio n of tra n s m is s io n . W ith tra n s m is s io n a sse m b ly 6. Rem ove plugs fro m oil c o o ler lin e s and
p ro p e rly m ounted on tra n s m is s io n ja c k a s shown tr a n s m is s io n valve body openings. Be s u re fittin g s
in fig u re 5, m ove tr a n s m is s io n into p o sitio n a lig n ­ a r e clean and lin t- f r e e , then connect oil c o o le r
ing c o n v e rte r housing w ith flyw heel housing. C heck lin e s to tra n s m is s io n . C onnect w iring to oil te m p ­
fo r and cle a n away any fo re ig n m a te ria l in flyw heel e r a tu r e w arning sw itch on tra n s m is s io n .

CHEVROLET 40-60 TRUCK SERVICE MANUAL


NOTE: O il te m p e ra tu re w arn in g sw itch is
lo c a te d in th e oil c o o le r lin e fittin g in th e fo rw a rd
opening in r e t a r d e r valve body.
7. In s ta ll the o il f ille r tube and clam p a t rig h t
s id e of tr a n s m is s io n oil pan. C heck fo r s e r v ic e ­
ab le condition of tra n s m is s io n vent tube and c lam p s,
then in s ta ll th e s e p a r ts . In s ta ll oil le v e l gauge.
NOTE: C o v er o il f ille r tube u p p e r opening to
keep out fo re ig n m a te ria l w hile being pu sh ed up
into engine co m p a rtm e n t during in s ta lla tio n .
8. C onnect sp e e d o m e te r sh a ft fittin g to ad ap ­
t e r a t r e a r of tra n s m is s io n .
9. C onnect p r o p e lle r sh a ft to tra n s m is s io n a s
d e s c rib e d in "P R O P E L L E R SH AFTS" (SEC. 4D)
of th is m anual.
10. C onnect p a rk in g b ra k e linkage (if used)
a t sid e of tr a n s m is s io n .
11. C onnect r e t a r d e r (when used) and TV lin k ­
ag e on le ft sid e of tr a n s m is s io n .
12. C onnect th e ra n g e s e le c to r cab le to sh ift
le v e r a t le ft sid e of tra n s m is s io n .
13. In s ta ll new oil f ilte r elem en t in a u x ilia ry
o il f ilte r (if used) and add tra n s m is s io n oil a s d e s­
c rib e d la te r in th is se c tio n .
WARNING: TO P R E V E N T A C C ID E N T A L
STA RTIN G OF V E H IC L E , W H ILE IN A
D R IV E R A N G E, B E SU RE TH E IGNITION
SW ITCH IS IN T H E " O F F ” POSITION B E ­
F O R E P R O C E ED IN G TO N EX T S T E P .
14. In s ta ll s p a r k p lugs (g aso lin e engines) and
connect b a tte ry g round s tr a p , p re v io u sly d isco n ­
n ec te d (for s a fe ty ).
15. R e fe r to "TRANSMISSION CONTROL LINK
AGE (SEC. 7A) of th is m anual fo r a d ju stm en t of
m anual sh ift lin k ag e, a c c e le r a to r and TV linkage,
and th e r e t a r d e r lin k ag e (when u sed ).
AT540 TRANSMISSION REPLACEMENT
The follow ing p r o c e d u re s apply to a ll v e h ic le s
c o v e re d by th is m an u al. H ow ever, it m ay be n ec ­
e s s a r y to rem o v e a i r ta n k s, fuel ta n k s, sp e c ia l
equipm ent, e tc ., on so m e v e h ic le s to p ro v id e c le a r ­
an ce b e fo re th e tr a n s m is s io n is rem o v ed .
T ro u b lesh o o tin g , m ain ten an ce, and o v erh au l
in fo rm a tio n fo r th e AT540 tra n s m is s io n is con­
ta in e d in A lliso n M anual SA -1241.
REMOVAL
1. B lock v eh icle so th a t it cannot m ove. D is­
connect ground s tr a p fro m b a tte ry neg ativ e (-) p o st.
R em ove th e s p a r k p lu g s so th e engine can be tu r n ­
ed o v e r m anually.
2. R em ove th e o il le v e l gauge (d ip stick ). D rain
tra n s m is s io n by d isco n n ectin g oil f ille r tube at
Sec. 7B-9
TRANSMISSION ON-VEHICLE SERVICE
rig h t sid e of tra n s m is s io n oil pan. R em ove b ra c k e t
holding oil f ille r tube to tra n s m is s io n and re m o v e
f ille r tube fro m v e h icle. R eplace d ip stic k in tube
and c o v e r th e oil pan opening to p re v e n t e n try of
fo re ig n m a te ria l.
3. D isco n n ect oil c o o le r lin e s fro m fittin g s on
rig h t sid e of tra n s m is s io n c a s e . P lu g lin e ends and
c a s e openings w ith lin t- f r e e m a te ria l.
4. D isconnect th e ra n g e s e le c to r cable fro m
sh ift le v e r a t le f t- s id e of tra n s m is s io n .
5. D isconnect vacuum m o d u lato r lin e fro m
m o d u lato r.
6. D isconnect the sp e e d o m e te r sh a ft fittin g
fro m a d a p te r at r e a r of tra n s m is s io n .
7. D isconnect th e p ro p e lle r shaft fro m t r a n s ­
m issio n a s d e sc rib e d in "P R O P E L L E R SHAFTS"
(SEC. 4D) of th is m anual.
8. D isconnect the m ech an ical p a rk in g b ra k e
linkage a t th e rig h t sid e of th e tra n s m is s io n (if
used).
9. T hrough the opening in the flyw heel housing,
u se a p r y - b a r , a s n e c e s s a r y to m anually tu rn the
flyw heel. As th e flyw heel is ro ta te d , rem o v e the
s ix b o lts re ta in in g flyw heel fle x p la te a sse m b ly to
c o n v e rte r c o v e r.
10. Support the tra n s m is s io n w ith a 500-pound
(m inim um ) tra n s m is s io n flo o r jack . The jac k m ust
be p o sitio n e d so tra n s m is s io n oil pan w ill not su p ­
p o rt the w eight of tra n s m is s io n . F a ste n a sa fe ty
chain o v e r top of tr a n s m is s io n and to both sid e s of
jack .
11. P la c e a su p p o rt u n d e r r e a r of engine and
re m o v e tr a n s m is s io n c a s e - to - c r o s s m e m b e r su p ­
p o rt b o lts. R a ise the engine to rem o v e w eight fro m
the engine r e a r m ounts.
12. R em ove th e tra n s m is s io n c a se -to -fly w h e e l
housing b o lts and w a s h e r s .
13. C arefu lly in sp e c t tra n s m is s io n and s u r ­
rounding a r e a to be s u r e no lin e s, h o se s, o r w ire s
w ill in te r fe re w ith tra n s m is s io n rem o v a l.
IM PORTANT: When rem oving tra n s m is s io n ,
keep r e a r of tra n s m is s io n low er than the fro n t so
a s not to lo s e c o n v e rte r.
14. Move tr a n s m is s io n a sse m b ly fro m the
engine, lo w e r th e a sse m b ly c a re fu lly and m ove it
out fro m th e v eh icle .
INSTALLATION
1. R a ise v eh ic le su fficien tly to allow in s ta ll­
ation of tra n s m is s io n . W ith tra n s m is s io n a sse m b ly
m ounted on tr a n s m is s io n ja c k m ove tr a n s m is s io n
into p o sitio n aligning c o n v e rte r w ith flyw heel.
C heck fo r and clean away any fo re ig n m a te ria l in
flyw heel p ilo t hole, flyw heel fle x p la te a sse m b ly ,
and fro n t face of tr a n s m is s io n c a s e . R otate fly ­
w heel a s n e c e s s a ry so th a t the s ix bo lt h oles in
flex p la te a r e alig n ed w ith b o lt h oles in c o n v e rte r
c o v e r. C a re fu lly m ove tra n s m is s io n a sse m b ly to ­
w a rd engine so flex p la te - to - c o n v e r te r co v e r b o lts
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 7B-10
TRANSMISSION ON-VEHICLE SERVICE
can be lo o sely in s ta lle d and so th a t p ilo t on t r a n s ­
m issio n c o n v e rte r e n te r s p ilo t hole in c e n te r of
flyw heel.
2. In s ta ll b o lts and w a s h e rs th a t a tta c h t r a n s ­
m issio n c a s e to flyw heel housing. T ighten b o lts to
25-30 foot-p o u n d s to rq u e .
3. T ighten th e s ix flex p la te - to - c o n v e r te r
c o v e r b o lts to 35-40 foot-p o u n d s to rq u e .
4. C arefu lly lo w e r engine and tra n s m is s io n
a sse m b ly onto engine r e a r m ounts. T ighten engine
r e a r m ounting b o lts to 60-70 foot-p o u n d s to rq u e .
T hen bend lo ck ta b s down o v e r head of each bolt.
R em ove liftin g eq uipm ent fro m b en eath v eh icle.
5. R em ove p lu g s fro m oil c o o le r lin e s and
tra n s m is s io n c a s e fittin g s . Be s u r e fittin g s a r e
clea n and lin t- f r e e , th en connect o il c o o le r lin e s
to tra n s m is s io n .
6. In s ta ll o il f ille r tube and b ra c k e t on rig h t
s id e of tr a n s m is s io n . In s ta ll o il le v e l gauge (dip­
s tic k ).
7. C onnect th e sp e e d o m e te r sh aft fittin g to
a d a p te r a t r e a r of tra n s m is s io n .
8. C onnect p r o p e lle r sh a ft to tra n s m is s io n a s
d e s c rib e d in "P R O P E L L E R SHAFTS" (SEC. 4D).
9. C onnect p a rk in g b ra k e linkage (if used) at
sid e of tra n s m is s io n .
10. C onnect th e ra n g e s e le c to r cab le to sh ift
le v e r a t le ft s id e of tra n s m is s io n .
11. C onnect th e vacuum m o d u lato r lin e to
m o d u lato r.
WARNING: TO P R E V E N T A C C ID E N T A L
ST A R T IN G O F V E H IC L E , W H ILE IN A
D R IV E RA N G E, BE SU RE T H E IGNITION
SW ITCH IS IN T H E " O F F " POSITION B E ­
F O R E P R O C E ED IN G TO N E X T S T E P .
12. In s ta ll s p a r k p lu g s and connect b a tte ry
ground s tr a p , p re v io u s ly d isco n n ected (for sa fe ty ).
13. C onnect any o th e r lin e s , h o se s, o r w ire s
w hich w e re d isco n n ected to aid in tr a n s m is s io n
re m o v a l.
14. R e fe r to "TRANSMISSION CONTROL LINK­
A G E" (SEC. 7A) of th is m anual fo r a d ju stm e n t of
m anual sh ift lin k ag e.
ALLISON AUTOMATIC TRANSMISSION
LUBRICATION DETAILS
IM PORTANT: F o r in fo rm a tio n on lu b ric a tio n
in te r v a ls and type of lu b ric a n t, fo r A lliso n A uto­
m a tic tr a n s m is s io n s , r e f e r to LUBRICATION (SEC.
0) of th is m anual.
CHECKING FLUID L EV EL
If o il le v e l is too high o r too low, foam ing of
oil w ill o c c u r. T h is w ill affe c t lu b ric a tio n , cooling,
and p r e s s u r e b u ild -u p .
T he d ip stick and f ille r tube a r e lo c a te d on the
rig h t sid e of tr a n s m is s io n .
1. Apply p ark in g b ra k e firm ly and block d riv ­
ing w h e els. S ta rt engine and w a rm fluid to o p e ra t­
ing te m p e ra tu re .
IMPORTANT: DO NOT o p e ra te r e ta r d e r (if
so equipped) w hile w arm in g fluid. Move s e le c to r
le v e r th ro u g h a ll sp eed ra n g e s .
2. Run engine at id le rp m w ith le v e r in "N"
(N eu tral).
3. C lean d ip stick and ad ja ce n t a r e a , then r e ­
m ove d ip stic k , cle an , r e in s e r t, again rem o v e and
note flu id lev e l.
4. Add one q u a rt of fluid when le v e l re a c h e s
"ADD" m a rk .
DRAINING AND FILLING
D ra in w hile tra n s m is s io n flu id is a t o p eratin g
te m p e ra tu r e (160 F . m inim um ).
NOTE: T h is p ro c e d u re in cludes re p la c e m e n t
of the oil f ilte r elem en t.
MT S e rie s T ra n s m is s io n
1. R em ove bolt, nut, and s tr a p w hich s e c u re s
f ilte r c o v er to oil pan.
2. C arefu lly rem o v e f ilte r co v e r to p re v e n t
oil "gushing" out. When d ra in ag e is co m p lete, r e ­
m ove c o v er and f ilte r elem en t.
3. In s ta ll new elem en t, r e ta in e r s e a l rin g ,
and co v e r se a l rin g . S ecu re c o v e r-to -o il pan w ith
s tr a p . T ighten s tra p re ta in in g bolt to 11 - 14 foot­
pounds to rq u e .
4. P o u r sp e c ifie d type and quantity of oil into
tra n s m is s io n f ille r tube.
5. C heck fluid lev e l a s d e sc rib e d p re v io u sly .
DO NOT O V ER FILL.
IMPORTANT: T ra n s m is s io n r e fill flu id c a ­
p a c ity , a f te r v a rio u s s e rv ic e o p e ra tio n s have been
p e rfo rm e d , is a s follow s:
a. R em oval of f ilte r co v e r only - ap p ro x im ately
9 q u a rts .
b. R em oval of oil pan only - a p p ro x im a tely
10 q u a rts .
c. R em oval of oil pan and c o n tro l valve a s ­
sem b ly - ap p ro x im ately 13 q u a rts .
d. If tra n s m is s io n (including c o n v e rte r) and
011 cooling s y s te m have been com pletely d ra in e d -
ap p ro x im a tely 19 q u a rts .
AT540 T ra n s m is s io n
1. R em ove tra n s m is s io n d ip stic k and c a r e ­
fully re m o v e oil f ille r tube to p re v e n t oil "gushing"
out. W hen d ra in ag e is co m p lete, re m o v e t r a n s ­
m issio n oil pan and gask et.
2. R em ove bolt holding oil f ilte r to co n tro l
valve body, then pull out oil f ilte r and o il intake
p ip e.
CHEVROLET 40-60 TRUCK SERVICE MANUAL

3. In s ta ll a new s e a l rin g onto the top of the
o il in tak e pipe, and lu b ric a te the s e a l rin g w ith the
sa m e o il a s u se d to re f ill th e tra n s m is s io n .
4. I n s e r t the in tak e pipe and s e a lr in g into the
hole at th e bottom of th e tr a n s m is s io n . In sta ll new
oil f ilte r a sse m b ly (includes g ro m m et) onto the
in tak e p ip e . T ighten re ta in in g bo lt to 10-13 foot­
pounds to rq u e .
5. In sta ll th e o il pan g a sk e t on th e oil pan
(using o il-s o lu b le g r e a s e to hold th e g a sk e t in p la c e
on th e pan, if n e c e s s a ry ).
CA UTIO N : DO NOT use gasket-type
sealing compounds any place either Inside
the transm issio n or where they might get
washed into the transm issio n . A lso, only
oil soluble greases may be used for tem ­
p o rarily retaining parts during assem bly.
6. In s ta ll o il pan and g a sk e t. T ighten oil pan
re ta in in g b o lts to 10-13 foot-pounds to rq u e .
7. In s ta ll th e f ille r tube a t th e sid e of th e pan.
8. R e fill tr a n s m is s io n w ith a p p ro x im a te ly 9
q u a rts of reco m m en d ed tra n s m is s io n lu b ric a n t.
C heck le v e l u sin g d ip stic k and c o r r e c t a s n e c e s s a ry .
OIL COOLER, LINES.
AND BY-PASS SYSTEM
IM PORTANT: T he v e h ic le ’s r a d ia to r not only
co o ls th e engine coo lan t, but a lso coo ls th e t r a n s ­
m is s io n o il. It is im p e ra tiv e th a t th e coolant be at
the p ro p e r le v e l a t a ll tim e s , o th e rw ise in su fficie n t
heat d issip a tio n fro m tr a n s m is s io n oil w ill re s u lt.
An oil c o o le r lo c a te d in th e bottom of th e ra d ­
ia to r , th ro u g h w hich tr a n s m is s io n o il is c irc u la te d
b e fo re re tu rn in g to th e o il p an , d is s ip a te s heat
c re a te d by n o rm a l o p e ra tio n of th e to rq u e con­
v e r t e r and tra n s m is s io n . If a tra n s m is s io n fa ilu re
o c c u rs w hich c a u se s fo re ig n m a tte r to be c a r r ie d
Sec. 7B-11
TRANSMISSION ON-VEHICLE SERVICE
into the oil c o o le r, the c o o le r and a ll connecting
lin e s should be thoroughly c lean ed by flushing b e ­
fo re tra n s m is s io n is put b ack into o p e ra tio n .
FLUSHING OIL COOLER AND LINES
It is im p o rta n t th a t follow ing tra n s m is s io n
m alfu n ctio n s, th e tra n s m is s io n o il c o o le r be p ro p ­
e rly flu sh ed sin c e fo re ig n p a r tic le s lodged in the
c o o le r eventually b ecom e f r e e and can c a u se a r e ­
p e a te d tra n s m is s io n f a ilu r e . If th e oil c o o le r and
lin e s a r e p ro p e rly flu sh ed , th e p o ssib ility of th e se
tro u b le s re o c c u rrin g a f te r th e tra n s m is s io n has
been re p a ire d is e lim in a te d o r su b sta n tia lly r e ­
duced.
W henever an in te rn a l difficulty o c c u rs in the
tra n s m is s io n w hich w ould r e s u lt in clutch p la te
m a te ria l o r m eta l p a r tic le s being d is trib u te d
throughout th e oil sy ste m , th e oil c o o le r should be
thoroughly flu sh ed a s o utlined in the follow ing te x t,
then an a u x ilia ry f ilte r in s ta lle d in the c o o le r r e ­
tu rn lin e b e fo re the v eh icle is re tu rn e d to se rv ic e :
1. D isco n n ect both oil c o o le r lin e s a t th e f it­
tin g s a t sid e of tr a n s m is s io n c a s e , o r if an a u x il­
ia r y f ilte r has been p re v io u sly in sta lle d , d isco n ­
n ect c o o le r r e tu r n lin e at f ilte r in ste a d of a t the
tra n s m is s io n . (Change a u x ilia ry f ilte r elem en t.)
2. B a c k -flu sh th e oil c o o le r and lin e s usin g
clean so lv en t and c o m p re s s e d a ir .
CA U TIO N : DO NOT exceed 100 psi
a ir p re ssu re .
3. R em ove a ll rem a in in g cleaning so lv en t
fro m th e s y s te m w ith c o m p re sse d a ir .
4. F lu sh th e cooling s y s te m ag ain w ith D EX -
RON (D tr a n s m is s io n fluid. A fte r th e fin al flu sh ,
te s t the oil c o o le r fo r f r e e flow of o il, and if the
flow is r e s tr ic te d , the r a d ia to r bottom tan k and
c o o le r a sse m b ly m u st be rep la ce d .
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 SECTION 7C
A iM u lia S u j,

Crossmember
Shift Control
Tower
Clevis

Control Rod

Control Rod
Tower Shift
I Clevis
Rod Transmission
Shift Rod

CONTROLS AT S H IR TOWER CONTROLS AT TRANSMISSION tpm -9 1 5 2

Figure 1— Auxiliary Transmission Linkage (Typical)

T h is se c tio n c o v e rs o n -v eh icle s e r v ic e in fo r­ AUXILIARY TRANSMISSION

m atio n on S p ic e r A u x ilia ry T ra n s m is s io n s . G ear
sh iftin g is a c c o m p lish e d by u se of th e sh ift le v e r
REPLACEMENT
in the cab, w hich is in te rc o n n e c te d to the a u x ilia ry
REMOVAL
tr a n s m is s io n w ith c o n tro l ro d s . The a u x ilia ry
1. D ra in lu b ric a n t fro m a u x ilia ry tr a n s m is ­
tra n s m is s io n is su p p o rte d a t th e fro n t by a su p ­
sio n .
p o r t b ra c k e t a tta c h e d to fra m e sid e r a ils and a t
th e r e a r by a su p p o rt b eam a tta c h e d to fra m e 2. D isconnect p r o p e lle r sh a fts fro m input and
b ra c k e ts . H a n d b ra k e (when used) and sp ee d o m ete r output ends of tra n s m is s io n . R e fe r to "P R O P E L ­
d riv e a r e a t r e a r of tra n s m is s io n . LER SHAFTS" (SEC. 4D) in th is m anual.

LINKAGE ADJUSTMENTS AUXILIARY TRANSMISSION

(R efer to F ig u re 1)

1. D isco n n ect c o n tro l ro d s fro m sh ift co n tro l

to w e r u n d e r cab.
2. P la c e th e a u x ilia ry tra n s m is s io n g e a rsh ift
le v e r and sh ift ro d s on tr a n s m is s io n in "NEUTRAL.
3. A djust th e len g th of each c o n tro l ro d by
ro ta tin g its a d ju sta b le c le v is to p ro v id e a fr e e
c le v is pin fit.
4. R econnect c o n tro l ro d s to th e c o n tro l tow er
and sh ift tra n s m is s io n th ro u g h e n tire sh ift p a tte rn .
NOTE: At the e x tre m e co n tro l ro d m ovem ents,
c le v is p in s should ro ta te fre e ly . R ead ju st linkage
I T-6113
if n e c e s s a ry to obtain th e s e co n d itio n s. R eplace
any w orn o r dam aged c o tte r p in s. T ighten lock nuts
f irm ly .
5. L u b ric a te c o n tro l linkage w ith sa m e g rad e
of o il u se d in engine. Figure 2— Front Mount Installed

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 7C-2
AUXILIARY TRANSMISSIONS
Figure 3 —A u x ilia ry Transm ission M ounting (Spicer 6041)
NOTE: Support p ro p e lle r sh a fts s e c u re ly to
p re v e n t dam age fro m dropping.
3. D isco n n ect sh ift c o n tro l ro d s fro m th e fro n t
of the tra n s m is s io n .
4. D isco n n ect sp e e d o m e te r cab le fro m ad ap ­
t e r at r e a r of th e tra n s m is s io n .
5. D isconnect p a rk in g b ra k e lin k ag e (when
u sed ).
6. R em ove a ll connections to th e a u x ilia ry
tr a n s m is s io n p o w er ta k e -o ff (when u sed ).
7. P o sitio n a su ita b le dolly o r ja c k u n d e r the
tra n s m is s io n and a d ju st to sa fe ly c a r r y th e w eight
of the tra n s m is s io n .
8. R em ove atta c h in g p a r ts fro m a u x ilia ry
tra n s m is s io n fro n t and r e a r m ountings. L ow er the
tra n s m is s io n away fro m th e c h a s s is .
INSTALLATION
T he p ro c e d u re s re q u ire d to in s ta ll a u x ilia ry
tra n s m is s io n a r e dependent on the type of t r a n s ­
m issio n m ountings w hich v a ry due to d iffe re n t
v ehicle d riv e -lin e co n fig u ratio n s.
1. B e s u re the ta p e re d su rfa c e of th e a u x ilia ry
tra n s m is s io n fro n t m ount fa c e s th e fro n t of the
v e h icle a s shown in fig u re 2.
Figure 4 —A u x ilia ry Transmission M ounting (Spicer 7041)
2. W ith tra n s m is s io n m ounted on a su ita b le
dolly o r ja c k m ove into p o sitio n u n d er the v eh icle.
3. T o rque attach in g p a r ts to p ro p e r sp e c ific a ­
tio n s a s shown in fig u re s 3 and 4.
4. R econnect p ro p e lle r sh a fts to th e input and
output ends of the tra n s m is s io n a s d e sc rib e d in
"P R O P E L L E R SHAFTS” (SEC. 4D) in th is m anual.
IMPORTANT: The p re c e d in g s te p s , s e rv e to
lo c a te th e a u x ilia ry tra n s m is s io n in re la tio n to the
v e h ic le 1s fra m e . A lso, it is e ss e n tia l th a t the aux­
ilia r y tra n s m is s io n be checked fo r p ro p e r d riv e -
lin e angle ad ju stm e n t a s d e sc rib e d u n d e r "P R O ­
P E L L E R SHAFTS" (SEC. 4D) in th is m anual, and
if n e c e s s a ry , s p a c e rs added o r rem o v ed fro m r e a r
m ounts.
5. R econnect pow er ta k e -o ff (when used ).
6. R econnect p ark in g b ra k e linkage (when
u s e d ).
7. C onnect sp e e d o m e te r cable to a d a p te r a t
the r e a r of the tra n s m is s io n .
8. R econnect sh ift c o n tro l ro d s to the fro n t of
th e tra n s m is s io n and ad ju st linkage if n e c e s s a ry .
9. R efill tra n s m is s io n w ith lu b ric a n t re c o m ­
m ended in LUBRICATION (SEC. 0) of th is m anual.
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 SECTION 7D
C lutch Go-ntnali
MECHANICAL CLUTCH LINKAGE
(CONVENTIONAL CAB MODELS)

A ll conventional cab and cowl m odels c o v e re d by th is m anual a r e

equipped w ith m ech an ical clu tch c o n tro l lin k a g e s, a s shown in fig u re s
1, 2, 3, 6 and 7.

CE4500 T-6471-1

Figure 1-C lu tc h Linkage (CE, C S40; CS, S550) Figure 3 _ c iu tc h Linkage ( CE, M E60 with 4 2 7 Engine)

T-6472 -1

Figure 4 —Linkage Adjustm ent (A ll M o d els, Except

Figure 2 —Clutch Linkage (CE, SESO; CE, M E60 ) Those Eq u ip p ed with 427 Engines)

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 7D-2

CLUTCH CONTROLS

23 / / 1 1
22 21 20 19
18 17 16 15
1 Seal 14 Seal and R e ta in e r
2 Clip 15 Nut
3 C lutch F o rk 16 W asher
4 Bolt 17 S pecial W asher
5 Swivel 18 F ra m e B ra c k e t
6 Nut 19 B all Stud
7 P u sh Rod 20 Clip
8 W edge 21 G re a se F itting
9 C lutch F o rk 22 C lutch L e v er and
E xtension Shaft
10 W asher 23 P u ll Rod
11 Nut 24 Nut
12 Nylon Seat 25 B all Stud
13 Seat Spring R e ta in e r T-8023

Figure 7—Clutch Lever and Shaft Components

(CE, SE50; CE, M E60)

Nut 11 B all Stud

W ash er 12 Engine B ra c k e t
S pecial W ash er 13 Clip NOTE: A djustm ent is n e c e s s a ry when pedal
F e lt Seal 14 Nut f r e e - tr a v e l is red u ced to le s s than %-inch. P ro p e r
S eat Spring R e ta in e r 15 Swivel f r e e - tr a v e l is % to 1 inch. A djustm ent is m ade by
Nylon Seat 16 Nut sh o rte n in g o r lengthing the pu sh ro d a t the id le r
B all Stud 17 P u sh Rod sh aft le v e r o r clutch r e le a s e le v e r ( r e fe r to fig s.
8 Nylon Seat 18 Wedge 1, 2, 3, 6, and 7).
9 C lutch L e v e r and 19 G re a s e F ittin g
Shaft 20 Clip A LL MODELS, E X C EPT THOSE
10 O -R ing 21 P u ll Rod EQUIPPED WITH 427 V8 ENGINES
(E xcept CE40) 22 F ra m e B ra c k e t NOTE: Key le tte r s in te x t r e f e r to fig u re 4.
T-8022 1. D isconnect re tu rn sp rin g and lo o sen nu ts (A
and B).
2. Apply a p p ro x im ately 5 pounds fo rc e to the
Figure 6 —Clutch Lever and Shaft Components pu sh ro d in d ire c tio n of a rro w (E) to e lim in ate
(In-Line Engines and CE40) c le a ra n c e betw een re le a s e b e a rin g and in te rn a l
r e le a s e le v e r s .
3. Move le v e r (D) in d ire c tio n of a rro w (G)
MECHANICAL LINKAGE u n til ped al m akes contact w ith sto p .
ADJUSTMENTS 4. T u rn nut (B) a s n e c e s s a ry to obtain a c le a r ­
an ce of 3/1 6 to X inch betw een nut and sw ivel (C).
A s clu tch facin g s w e a r, th e am ount of p ed al T h is w ill p ro v id e a p p ro x im ately X to 1 inch f r e e -
f r e e - tr a v e l is red u ced and in tim e th is w ill r e s u lt tra v e l a t pedal pad.
in clu tch slip p ag e. T h e re fo re , it is n e c e s s a ry to 5. T ighten nut (A) to lock sle e v e a g a in st nut
a d ju st th e f r e e - tr a v e l a t p e rio d ic in te rv a ls to p e r ­ (B). C onnect re tu rn s p rin g . C heck o p e ra tio n of
m it full engagem ent of th e clu tch . clu tch linkage.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 7D-3

CLUTCH CONTROLS

in a te c le a ra n c e betw een re le a s e b e a rin g and in ­

te r n a l r e le a s e fin g e rs.
4. T u rn nut (B) a s n e c e s s a ry to obtain a c le a r ­
an ce of 3 /16 to % inch betw een nut and sw ivel (G).
T h is w ill p ro v id e a p p ro x im ately % to 1 inch f r e e -
tr a v e l at pedal pad.
5. Holding nut (B), r e le a s e clutch le v e r (E)
and tighten nut (A) to re ta in sw ivel a g a in st nut (B).
C heck o p e ra tio n of clutch linkage.

CLUTCH LEVER AND SHAFT

REPLACEMENT
1 Engine B ra c k e t 8 Seal R e ta in er
2 B all Stud 9 F ra m e B rack et
If n e c e s s a ry , to re p la c e clutch le v e r and shaft
3 C lutch L e v e r and 10 W asher
com ponents, r e f e r to fig u re s 6 through 8. C heck
Shaft 11 Nut
4 Nylon Seat a ll p a r ts fo r w e ar, c ra c k s , d isto rtio n , o r o th e r
12 Seat Spring R eta in e r
dam ag e. R ep lace a ll com ponents th at would affect
5 B all Stud 13 G re a se Fitting
6 Nylon Seat 14 p ro p e r o p eratio n of th e clu tch le v e r and sh aft a s ­
Seal
7 Seal T-8024
sem b ly . B e s u re sp h e ric a l s u rfa c e of nylon s e a ts
fa ce ball stu d s when a sse m b le d . B all stu d s should
be lu b ric a te d w ith M u lti-P u rp o se G re a se during
a sse m b ly . F o r explanation of g re a s e , r e f e r to
Figure 8 —Clutch Lever and Shaft Components LUBRICATION (SEC. 0) of th is m anual.
(CE, M E60 with 4 2 7 Engine)

CE, ME60 WITH 427 ENGINE

NOTE: Key le t t e r s in te x t r e f e r to fig u re 5.
1. L oosen n u ts (A and B).
2. Apply a p p ro x im a te ly 5 pounds fo rc e to the
p u sh ro d (C) in d ire c tio n of a rro w (D) to rem o v e
lin k ag e c le a ra n c e s .
3. Apply a p p ro x im a te ly 5 pounds fo rc e to
c lu tc h le v e r (E) in d ire c tio n of a rro w (F) to e lim ­
CLUTCH PEDAL AND SHAFT
REPLACEMENT
P ro c e d u re s fo r re p la c in g clu tch p ed al on
m odels equipped w ith m ech an ical clutch linkage
a r e given in "HYDRAULIC BRAKES" (SEC. 5A)
of th is m anual.

A lw ays B e S u re To A djust The C lutch L inkage

A fte r P e rfo rm in g C lutch M aintenance O p e ra tio n s.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 7D-4
CLUTCH CONTROLS
HYDRAULIC TYPE CONTROLS
(TILT CAB MODELS)
DESCRIPTION AND OPERATION
The clu tch h y d ra u lic c o n tro l sy s te m is ty p ic a l­
ly illu s tr a te d in fig u re 9. T h is s y s te m u tiliz e s
h y d rau lic p r e s s u r e a s a m eans of tra n s m ittin g
clu tch p ed al m ovem ent to the clu tch r e le a s e m ech­
a n is m . The s y s te m c o n s is ts of a p e d a l-o p e ra te d
m a s te r c y lin d e r and a sla v e c y lin d e r, in te rc o n ­
n ec te d w ith h y d ra u lic lin e s . C lutch p ed al is con­
n ec te d to th e m a s te r c y lin d e r p u sh ro d , and the
sla v e c y lin d e r p u sh ro d is connected to the clu tch
r e le a s e fo rk .
W hen clu tch p e d a l is d e p re ss e d , h y d rau lic
flu id is d isp la c e d fro m th e m a s te r c y lin d e r into
th e sla v e c y lin d e r, fo rc in g the sla v e c y lin d er
p isto n outw ard. M ovem ent of p isto n is tr a n s m itte d
th ro u g h sla v e c y lin d e r p u sh ro d , and clu tch re le a s e
fo rk to d isengage th e clu tch .
When p ed al is re le a s e d , p ed al re tu r n sp rin g
r e tu r n s p ed al to r e le a s e d (clutch engaged) p o s i­
tio n . W ith p r e s s u r e re m o v e d fro m h y d ra u lic fluid,
clu tch en g ag es. Slave c y lin d e r pu sh ro d re tu r n
sp rin g fo rc e s pu sh ro d and p isto n r e a r w a r d in
sla v e c y lin d e r, d isp la c in g h y d rau lic flu id back
into th e m a s te r c y lin d e r. T he above ev en ts o c c u r
w ith each clu tch d isen g ag em en t.
The s y s te m should be checked and s e rv ic e d
p e rio d ic a lly a s s ta te d below:
1. M aintain p r o p e r le v e l of h y d ra u lic fluid
in m a s te r c y lin d e r. R e fe r to LUBRICATION (SEC.
0) fo r reco m m en d ed flu id and checking in te r v a ls .
At le a s t once a y e a r, d ra in and flu sh e n tire clu tch
s y s te m and r e f ill w ith new fluid.
Driver’s Seat
Clutch and Brake
Master Cylinder TPM-9788
Figure 1 0 —Access to Master Cylinder
2. In sp e ct th e e n tire clutch s y ste m re g u la rly
fo r fluid lea k ag e . L eakage m ust be c o rre c te d
im m ed ia tely .
3. M ake s u r e re tu rn sp rin g at r e le a s e fo rk
is not w eak o r bro k en .
4. C heck, and if n e c e s s a ry , a d ju st clutch
lin k ag e.
5. If clu tch ped al actio n is sp rin g y o r spongy,
it is an in d ication th at a i r needs to be bled fro m
h y d ra u lic sy ste m .
A sp e cifie d c le a ra n c e a t two p o in ts in the
h y d rau lic co n tro l linkage is n e c e s s a ry fo r p ro p e r
o p e ra tio n . One a d ju stm en t is m ade betw een the
m a s te r cy lin d e r p isto n and the end of foot pedal
p u sh ro d . T his a d ju stm e n t is r e f e r r e d to a s the
"M a ste r C y lin d e r P u sh Rod C heck and A d ju stm en t."
T he o th e r ad ju stm en t is m ade by obtaining the
p ro p e r o p e ra tin g length of the sla v e c y lin d e r push
ro d down at the clu tch . T h is ad ju stm e n t is r e f e r r e d
to a s th e "Slave C y lin d er P u sh Rod C heck and
A d ju stm en t."
IM PORTANT: The m a s te r cy lin d e r check and
ad ju stm e n t m ust be p e rfo rm e d b e fo re th e slav e
cy lin d e r check and a d ju stm en t. A lso, b e fo re m ak ­
ing e ith e r a d ju stm en t, m ake s u r e th a t lev el of
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 7D-5

CLUTCH CONTROLS

UPPER PEDAL
Move Release Leverj
or Fork Until
Resistance Is Felt PEDAL RETURN SPRIN G
Wedge LEVER
Adjusting Nut- O VER-CEN TER SPRIN G
Lock Nut* 25-30 FT.-LBS.

< ^ n Push Rod BUMPER

Force Push Rod Hold Wedge
To Bottom In Against Lever LO W ER PEDAL ,
Slave Cylinder Or Fork
SLEEVE A N D
BU SH IN G ASSEM BLY
Free Travel — M ASTER
PUSH ROD CYLIN DER T-7832

T-7022

Figure 12 -C lutch Pedal and Linkage

Figure 11—Clutch Slave Cylinder A djustm ent
flu id in m a s te r c y lin d e r is V2 inch below the top of
r e s e r v o i r . The flu id s y s te m m u st be f r e e of a i r .
A c c e ss to m a s te r c y lin d e r f ille r cap on S teel
T ilt M odels is gained a f te r rem o v in g sm a ll a c c e s s
d o o r lo cated a t fro n t of d r iv e r 's s e a t r i s e r a s
shown in fig u re 10.
The m a s te r c y lin d e r on S teel T ilt M odels is
b ra c k e t-m o u n te d below cab flo o rin g a s shown in
fig u re 12. A c e ss to p ed al linkage fo r checking
and ad ju stin g p u rp o s e s is m ade when cab is tilte d
c o m p letely fo rw a rd . H ow ever, when checking and
re p le n ish in g flu id in m a s te r c y lin d e r, the cab
m u st be in its lo w ered o r o p e ra tin g p o sitio n .
A fte r s e rv ic in g flu id s y s te m on S teel T ilt
M odels, exam ine d o o r opening o r c o v e r s e a l. Ap­
ply new caulking if n e c e s s a r y b e fo re in sta llin g
d o o r, o th e rw ise d u st m ay e n te r th e cab la te r at
th is point.
I “ TE” and “ TS” M odels)
C lutch s y ste m m ay be b le d e ith e r m anually
o r w ith p r e s s u r e bleeding equipm ent.
PRESSURE BLEEDING
1. M ake s u r e fluid le v e l in fluid supply p r e s ­
s u r e tan k is up to p etc o c k above ou tlet and th at
ta n k is ch a rg e d w ith 40 to 50 p s i a i r p r e s s u r e .
2. C lean d irt fro m aro u n d m a s te r c y lin d e r
c o v e r. R em ove sta n d a rd c o v e r and in s ta ll b le e d e r
c o v e r. C onnect p r e s s u r e ta n k hose to b le e d e r
c o v e r opening. B leed a i r fro m hose b e fo re tig h t­
ening connection. Open v alv es a t both ends of h o se.
3. Slip end of b le e d e r d ra in hose o v e r bleed
valve a t slav e c y lin d e r (8, fig. 15) and p lace the
o th e r end in a g la ss ja r containing enough h y d rau lic
flu id to c o v e r end of h o se. Open b le e d e r valve w ith
w ren c h and o b se rv e flow of fluid fro m h o se. C lo se
b le e d e r valve a s soon a s bubbles stop and fluid
flow s in a so lid s tr e a m .

BLEEDING HYDRAULIC SYSTEM MANUAL BLEEDING

U se only H y d rau lic B ra k e F lu id reco m m en d ed
in LUBRICATION (SEC. 0). When o th e r than r e c ­
o m m ended flu id h as been u se d , d ra in and flu sh the
e n tire h y d rau lic s y s te m , u sin g clean alcohol o r a
h y d ra u lic b ra k e s y s te m cleaning flu id . D is a s s e m ­
b le , clean , and in s p e c t h y d ra u lic u n its . R ep lace a ll
ru b b e r p a r ts . R e fill w ith RECOMMENDED fluid.
The need fo r b leed in g a i r fro m the s y s te m is
g e n e ra lly in d ic a te d by a sp rin g y , spongy pedal
ac tio n . The p r e s e n c e of a i r in s y s te m is a r e s u lt
of low fluid le v e l in m a s te r c y lin d e r, o r if som e
p a r t of s y s te m h as been opened. B le e d e r valve is
p ro v id e d at th e sla v e c y lin d e r alo n g sid e of clutch
(fig. 15).
P la in end of b le e d e r h o se can be slip p e d o v er
end of b le e d e r valve.
M anual bleeding is the sa m e a s p r e s s u r e b le e d ­
ing, except th at th e h y d rau lic fluid is fo rc e d through
th e lin e by pum ping th e clutch p ed al. F lu id in m a s ­
t e r c y lin d e r m ust be re p le n ish e d a f te r b leeding.
C lutch p e d a l should be pum ped up and down slow ly,
and should be on dow nstroke a s b le e d e r valve is
clo se d .
MASTER CYLINDER PUSH ROD
ADJUSTMENT
(R e fe r to F ig u re 12)
IM PORTANT: If any doubt e x is ts re la tiv e to
pu sh ro d a d ju stm e n t, alw ays re m e m b e r it is b e tte r
to have pu sh ro d a d ju ste d too s h o rt than fo r it to
be too long.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 7D-6
CLUTCH CONTROLS

1. W ith engine "O F F ," tra n s m is s io n in "N eu­

t r a l ," apply p a rk in g b ra k e .

2. T ilt cab (see in s tru c tio n s in Section 1).

3. L oosen a d ju stin g nut on p u sh ro d . Using

p lie r s , tu rn ro d in o r out of ro d end a s n e c e s s a ry .
A djust so th at a 1 /8 -in c h m ovem ent of c lu tc h p e d a l
at pad is n e c e s s a ry b e fo re end of pu sh ro d con­
ta c ts p isto n in m a s te r cy lin d e r.

4. T ighten ad ju stin g nut.

5. C heck o p e ra tio n of clu tch .

SLAVE CYLINDER PUSH ROD

CHECK AND ADJUSTMENT Figure 13 —Pedal Sleeve and Bushing Assem bly
(R efer to F ig u re 11)

T h is p ro c e d u re is re q u ire d p e rio d ic a lly to

co m p en sate fo r clutch facing w e a r. P u rp o se of ad ­
ju stm e n t is to m ain tain a c le a ra n c e betw een the
r e le a s e b e a rin g and the clu tch re le a s e fin g e rs w ith
clu tch engaged.
IM PORTANT: The c le a ra n c e betw een the wedge
and ad ju stin g nut on m odels equipped w ith In -lin e
and V8 engines should be 3 /1 6 -in c h . On m odels
equipped w ith V6 engine the c le a ra n c e should be
^ -in c h . A sh o rt r u le r m ay be u se d fo r checking the
c le a ra n c e .
1. D isconnect the sla v e cy lin d e r re tu r n sp rin g
fro m clu tch fo rk .
2. F o rc e the sla v e cy lin d e r pu sh ro d into the
sla v e c y lin d e r u n til it b o tto m s, by pushing on the
vee nut.
3. Move th e clu tch fo rk away fro m th e slav e
cy lin d e r, u n til th e r e le a s e b e a rin g c o n ta c ts the
clutch r e le a s e fin g e rs .
CLUTCH PEDAL AND BUSHING
ASSEMBLY REPLACEMENT
REMOVAL (R efer to Figs. 12 and 13)
1. T ilt cab (see in stru c tio n s in Section 1).
2. D isconnect pedal re tu rn sp rin g , and also
o v e rc e n te r sp rin g (used on "T E and TS" M odels
only).
3. S ep a ra te up per pedal fro m low er pedal
a fte r rem oving attach in g bolt.
4. Rem ove bolt attachin g pedal shaft le v e r to
m a s te r c y lin d er push rod. R em ove push rod.
5. Loosen bolt which clam p s pedal shaft le v e r
to low er pedal sh aft. Slide low er pedal and shaft
asse m b ly fro m cab s ill and then rem ov e pedal shaft
le v e r and s p a c e r.
6. T hrough sm a ll a c c e s s hole at b a se of cab
s ill, rem ov e pedal shaft lu b ric a tio n fitting.

4. C heck the c le a ra n c e betw een the w edge and
ad ju stin g nut which should be a s follow s:
In -L in e and V8 E ngines ........................ 3/1 6 "
5. If n e c e s s a ry , ad ju st th e c le a ra n c e by lo o s ­
ening the lock nut and adjusting nut. R eposition
ad ju stin g nut to p ro vide p ro p e r c le a ra n c e , then
tig hten lock nut again st adju stin g nut.
6. Connect slave cy lin d e r re tu rn sp rin g . Check
o p eratio n of clutch.
7. Rem ove two re tain in g s c re w s which attach
the flange of pedal sle e v e and bushing assem b ly
fro m cab s ill.
8. Rem ove pedal sleev e and bushing assem b ly
fro m cab s ill.
INSPECTION
1. T e m p o ra rily in s ta ll low er pedal shaft into
the pedal sle e v e and bushing asse m b ly and check
fo r ex c e ssiv e w e a r. If n e c e s s a ry , re p la c e bushings
o r e n tire pedal sleev e and bushing asse m b ly .

CHEVROLET 40-60 TRUCK SERVICE MANUAL


RESERVOIR C O VER C O V ER SC REW
SECO N D ARY MASTER CYLINDER
CUP H O U SIN G
SN AP RING RETURN SPRIN G
PISTON PRIMARY
ASSEM BLY CUP t -7827
Figure 14—Clutch M aster Cylinder
2. C heck lo w er clu tch p ed al sh aft fo r alig n ­
m en t and, if b ent, s tra ig h te n o r re p la c e .
3. M ake s u r e p ed al b u m p er is in good condi­
tion and lo c a te d on lo w er p ed al a s shown.
INSTALLATION (R efer to F ig s. 12 and 13)
1. I n s e r t p ed al sle e v e and bushing asse m b ly
into cab s ill, m aking s u re th a t lu b ric a tio n fitting
hole fa c e s th e b ottom of cab s ill. S ecu re w ith two
re ta in in g s c re w s .
2. In s ta ll lu b ric a tio n fittin g into tapped hole
a t b o tto m of sle e v e .
3. Slide th e lo w e r p edal and sh aft a sse m b ly
th ro u g h th e sle e v e , thro u g h the s p a c e r, and into
th e p a rtly s e r r a te d hole of th e p ed al sh aft le v e r.
M ake s u r e p ed al sh a ft le v e r is p o sitio n ed a s shown
in fig u re 12.
4. R em ove a ll sh a ft end play, th en clam p pedal
sh a ft le v e r to lo w er p ed al shaft by tightening clam p
b o lt nut. T ighten nut to 25-30 foot-pounds to rq u e.
5. I n s e r t u p p e r p ed al thro u g h flo o r se a l and
a tta c h to lo w er p ed al w ith b o lt, nut and w a sh e r.
IM PORTANT: Be s u re bolt is in s e rte d in
d ire c tio n shown in fig u re 12. T ighten nut to 25-30
fo o t-p o u n d s to rq u e .
6. In s ta ll clu tch p ed al re tu r n sp rin g and a lso
o v e rc e n te r sp rin g (used on "T E and T SM m odels
o n ly ).
IM PORTANT: E x e rc is e caution when in sta llin g
s p rin g s .
7. In s ta ll m a s te r cy lin d e r pu sh ro d and ad ju st
a s d e sc rib e d e a r lie r in th is se c tio n .
CLUTCH MASTER CYLINDER
A d o u b le -b a rre l m a s te r c y lin d e r (fig. 14) is
u se d on s te e l tilt m odels c o v ered by th is m anual.
Sec. 7D-7
CLUTCH CONTROLS
1 B leeder Valve 5 Push Rod
2 Fluid E n try Port 6 Piston R etaining Ring
3 C ylinder Body 7 Piston
4 Push Rod Boot 8 Piston Seals . «
t io o
Figure 15—Clutch Slave Cylinder (Typical)
T he unit c o n sists of two cy lin d e rs w ith an in te g ra l
r e s e r v o ir .
MAINTENANCE (ALL TYPES)
F ille r cap o r c o v e r on a ll clutch m a s te r c y l­
in d e rs a r e designed to vent the fluid r e s e r v o ir
w ithout p e rm ittin g lo ss of fluid. B ypass p o rt b e ­
tw een cy lin d e r b o re and r e s e r v o ir and vent hole
in f ille r cap m ust be kept open to a s s u r e p ro p e r
clu tch c o n tro l. An o b stru c te d bypass p o rt w ill
p re v e n t re tu rn of flu id to r e s e r v o ir , p rev e n tin g
full engagem ent of clutch. B y pass p o r ts m ay be
o b stru c te d by one of the follow ing cau ses:
1. C logged W ith D irt - - Rem ove m a s te r c y l­
in d e r and d isa sse m b le and clean a ll p a r ts .
2. Swollen P r im a r y Cup Due to the U se of
W rong F luid — O verhaul m a s te r c y lin d e r, d ra in
and flu sh e n tire clutch co n tro l sy ste m , and re fill
w ith p ro p e r fluid.
3. P ed a l Binding on Shaft, P re v e n tin g F ull
R e tu rn of P isto n — F re e up and lu b ric a te p ed al.
4. Im p ro p e r P u sh Rod A djustm ent — A djust
p u sh rod.
MASTER CYLINDER REPLACEM EN T
In stru c tio n s fo r re p la c in g clutch m a s te r c y l­
in d e rs a r e the sa m e a s fo r b ra k e m a s te r c y lin d e rs
a s d e sc rib e d in "HYDRAULIC BRAKES" (SEC. 5A).
A fter in sta llin g clutch m a s te r c y lin d e r, bleed
sy ste m and ad ju st pu sh ro d a s d e sc rib e d p re v io u sly
u n d er "B leeding H y draulic S ystem " and " M a ste r
C y lin d er P u sh Rod A d ju stm en t."
CLUTCH SLAVE CYLINDER
The clutch sla v e c y lin d e r (fig. 15) m ounted at
sid e of clutch a sse m b ly (fig. 16) a c tiv a te s the
m ech an ical clutch r e le a s e fo rk o r le v e r to d is ­
engage clutch when c y lin d e r is p re s s u r iz e d .
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 7D-8
CLUTCH CONTROLS

Figure 1 6 —Clutch Slave Cylinder Installation

REMOVAL (R efer to F ig. 16) NOTE: B u r rs a t the b o re side of in le t p o rt

1. R em ove re tu r n sp rin g fro m clu tch re le a s e can be rem o v ed by honing o r by u se of c ro c u s cloth.
fo rk .
2. Check p isto n s e a ls (8) if rem oved. Swelling
2. D isconnect flu id lin e a t sla v e c y lin d e r. of s e a ls could be due to u se of im p ro p e r b ra k e
3. R em ove b o lts re ta in in g sla v e cy lin d e r, fluid.
then re m o v e c y lin d e r a sse m b ly . 3. Check fit of the p isto n in the c y lin d er b o re ,
using a fe e le r gauge. T h is c le a ra n c e should be
DISASSEMBLY (R efer to F ig. 15) fro m 0.002" to 0.004".
1. R em ove c y lin d e r pu sh ro d (5) and p ush ro d
boot (4) fro m c y lin d e r. ASSEMBLY (R efer to Fig. 15)
1. In sta ll s e a ls (8) into grooves of p isto n (7)
2. R em ove p isto n re ta in in g rin g (6) fro m sla v e w ith lip s of s e a ls p o sitio n e d to fluid end of p isto n .
c y lin d e r. 2. Dip p isto n and s e a ls into clean b ra k e fluid
then carefu lly in s ta ll p isto n a sse m b ly into b o re
CAUTION: Use extreme care while of c y lin d er. R e fe r to fig u re 20 fo r p ro p e r positio n
removing retaining ring to prevent dam­ of p isto n in cy lin d e r.
age to the bore of the cylinder body (3).
3. In sta ll re ta in in g rin g (6) into groove at
3. R em ove p isto n a s s e m b ly (7) w ith s e a ls (8) open end of c y lin d e r.
fro m c y lin d e r body (3). 4. In sta ll boot (4) o v e r push ro d (5) and in ­
NOTE: P isto n can be j a r r e d fro m body o r s ta ll ro d and boot to slav e cy lin d er.
s m a ll am ount of a i r p r e s s u r e at lin e fittin g w ill
fo rc e p isto n fro m b o re . U se caution to p re v e n t INSTALLATION
dam age to th e p isto n . 1. B olt sla v e cy lin d er asse m b ly to engine
(fig. 16).
4. If s e a ls a r e found in good shape, they need 2. A djust slav e c y lin d e r push ro d c le a ra n c e
not be rem o v ed . a s outlined in th is se ctio n u n d er "Slave C y lin d er
P u sh Rod A d ju stm en t."
INSPECTION (R efer to F ig. 15) 3. A ttach h ydraulic lin e to slav e cy lin d e r and
1. In sp ect sla v e c y lin d e r b o re , m aking s u re b leed a ir fro m sy ste m at slav e cy lin d er bleed
th a t it is sm ooth. A s c o re d o r dam aged c y lin d er fittin g . See "B leeding H ydraulic S ystem " a s d e s­
body (3) m u st be re p la c e d . c rib e d p re v io u sly .

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 SECTION 7E
G lutcltel
CLUTCH APPLICATION CHART

C lutch Type Engine A pplication

GM (11-Inch Single D isc) ......................................................... 250
B o rg & B eck (12-Inch Single D i s c ) ....................................... 292, 350
B o rg & B eck (12-Inch Dual D i s c ) .......................................... 427
B org & B eck (13-Inch Single D i s c ) ....................................... 350, 366

CLUTCH REPLACEMENT

IM PORTANT: W henever clutch com ponents re q u ire re p la c e m en t, u se only genuine G en eral

M otors P a r ts o r equivalent to a s s u r e m axim um clutch p e rfo rm a n c e and life.

CLUTCH REMOVAL CLUTCH RELEASE MECHANISM

(FORK-TYPE)
1. R em ove tra n s m is s io n asse m b ly fro m v e­ 1. Check r e le a s e fo rk and b all stu d fo r w ear,
h icle a s d ire c te d in "TRANSMISSIONON-VEHICLE d isto rtio n , c ra c k s , o r o th e r dam age.
SERVICE OPERATIONS” (SEC. 7B) of th is m anual.
NOTE: On v e h icles equipped w ith a clutch r e ­
le a s e fo rk , rem o v e r e le a s e b e a rin g and sup po rt
asse m b ly fro m r e le a s e fo rk . D isengage c lu tc h fo rk
r e tu r n sp rin g fro m end of fork.
2. R em ove clutch r e le a s e fo rk (when used)
fro m b all stu d by p ry in g it away fro m the ball w ith
a s c re w d riv e r u n til it sn aps lo ose fro m the b a ll.
3. In sta ll aligning tool o r an old tra n s m is s io n
m ain d riv e g e a r into the hub of the clutch driven
d isc(s) to su p p o rt the clutch com ponents during
re m o v a l.
IMPORTANT: To fa c ilita te rem o v al of the
Long o r B org and B eck clutch co v er a ss e m b lie s ,
in s ta ll hardw ood w edges betw een the r e le a s e le v e rs USE 1 " x 1 " x 7/ 16"
and cov er as shown in fig u re s 1 and 3. HARDWOOD BLOCKS
4. M ark clutch co v e r in re la tio n to engine
flyw heel to a s s u r e o rig in a l p o sitio n when r e a s ­
se m b le d la te r if e ith e r p a r t is to be re u se d .
5. Loosen the c o v e r bo lts a lte rn a te ly one
tu rn at a tim e to avoid c re a tin g undue s tr e s s e s in
th e clutch cov er.
NOTE: It is m o st im p o rta n t that the co v er
b o lts be lo osened one tu rn at a tim e on the 11-
inch clutch (used on v e h ic le s equipped w ith In-
Line engine).
6. W ith the aid of aligning tool o r old tr a n s ­
m issio n m ain d riv e g e a r rem o v e com plete clutch
a sse m b ly fro m flyw heel.

INSPECTION AND REPAIR

The follow ing p ro c e d u re s apply to a ll clutch Figure 1—Use of Blocks Between Release Levers
com ponents w ith exceptions a s indicated. and Cover (Long or Borg and Beck)

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 7E-2
CLUTCHES

2 . C heck r e le a s e b e a rin g fo r rou g h n ess o r

n o ise by ro tatin g b e a rin g ra c e w hile applying light
p re ssu re .

3. R eplace a ll com ponents th at would affect

p ro p e r o p eratio n of the clutch r e le a s e m echanism .
4. P r io r to in sta lla tio n of clutch re le a s e b e a r ­
ing and su p p o rt a ssem b ly (fig. 3), f ill the in sid e
groove and coat the o u tsid e groove w ith a sm a ll
quantity of high te m p e ra tu re g re a se "S27.” F o r an
explanation of lu b ric a n t "S27" r e f e r to LUBRICA­
TION (SEC. 0) of th is m anual.
IMPORTANT: An ex c e ssiv e am ount of lu b r i­
cant applied to r e le a s e b ea rin g could spin off the
b e a rin g and dam age o th e r clutch com ponents.

CLUTCH RELEASE MECHANISM

(YOKE-TYPE)
C heck b e a rin g fo r rou g h n ess o r n o ise by r o ­
ta tin g b e a rin g ra c e w hile applying lig h t p r e s s u r e .
R ep lace the b ea rin g if it is rough, noisy, o r when
dam aged.

R em oval (R e fer to Fig. 4)

Figure 3 —Release Bearing and Support
A ssem bly (TypicalI
1. R em ove re le a s e le v e r fro m clutch re le a s e
c r o s s shaft.
2. D isconnect flexible lu b ric a tio n tube fro m
top of re le a s e b e a rin g su p p o rt. R em ove two r e ­
taining sp rin g s fro m top of b e a rin g su p p o rt. Slide
re le a s e b earin g and su p p o rt asse m b ly off end of
tra n s m is s io n b e a rin g cap.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 7E-3

CLUTCHES

3. R em ove two cap s c re w s w hich a tta c h r e ­

le a s e yoke to c r o s s sh aft, then d riv e the yoke to
one sid e to ejqpose two d riv e k e y s. R em ove keys,
th en d riv e sh aft out of yoke and re m o v e fro m the
housing.

In s ta lla tio n (R efer to Fig. 4)

1. Hold clu tch r e le a s e yoke in p o sitio n in the
clu tch housing, then in s e r t r e le a s e c ro s s shaft
th ro u g h one sid e of clu tch housing, through r e le a s e
yoke and out thro u g h opposite sid e of housing.
2. In s ta ll two keys in c ro s s sh aft, then move
yoke into p la c e w ith k ey s engaging keyway in yoke.
Do not tig h ten b o lts u n til a fte r r e le a s e b e a rin g and
su p p o rt a sse m b ly is a s s e m b le d to b e arin g cap.
3. E xam ine co n tact buttons on e a r s of b e a rin g
su p p o rt fo r w orn condition. B uttons can be p r e s s e d
out o r into su p p o rt if n e c e s s a ry .
4. S lide r e le a s e b e a rin g and su p p o rt a sse m b ly
on b e a rin g cap to co n tact fin g e rs of r e le a s e yoke.
5. In sta ll re ta in in g sp rin g s , then connect lu ­
b ric a tio n tube to top of su p p o rt. Figure 5 —Pilot Bushing Rem oval
6. C heck c r o s s sh a ft and yoke to m ake s u re
they a r e p ro p e rly c e n te re d then tig h ten yoke clam p
b o lts.
7. In s ta ll r e le a s e le v e r on yoke c r o s s shaft R em oval
w ith d riv e key in s lo t of sh a ft. L e v e r should be R em ove clu tch p ilo t b e arin g a sse m b ly fro m
p o sitio n e d on sh a ft so th a t it is d ire c tly in lin e engine, using p ilo t b e a rin g re m o v e r ( J - 5901-2)
w ith c e n te r of sla v e c y lin d e r pu sh ro d . T ighten w ith slid e h a m m e r (J-2619). With fin g e rs o n p u lle r
le v e r clam p bo lt firm ly .
clo se d , in s e rt fin g e rs through b ea rin g in n e r ra c e
8. F ill g re a s e cup w ith lu b ric a n t a s sp e c ifie d
a s f a r a s they w ill go, then tighten thum b sc re w to
in LUBRICATION (SEC. 0) of th is m anual, and tu rn
s p re a d fin g e rs. Slide w eight sh arp ly a g a in st stop
down cup to p ro v id e in itia l lu b ric a tio n to su p p o rt.
on p u lle r sh aft to rem o v e b ea rin g .
A lso, lu b ric a te clu tch c r o s s sh aft bushings, using
fittin g at each sid e of clu tch housing.
In sta lla tio n
1. P a c k clu tch p ilo t b e arin g w ith s m a ll quan­
PIL O T BUSHING (IN -LIN E ENGINES)
tity of high te m p e ra tu re lu b ric a n t sp ec ifie d in
The p ilo t b ushing, w hich is p re s s e d into c ra n k ­
LUBRICATION (SEC. 0) of th is m anual.
sh a ft is an oil im p re g n a te d type b ro n ze b e a rin g .
2. W ith sh ield ed sid e of b e a rin g to w ard the
T h is bushing re q u ir e s atten tio n only when the
r e a r , d riv e p ilo t b e a rin g into positio n using a s u it­
clu tc h is rem o v ed fro m th e v eh icle, a t w hich tim e
able d riv e r. B e a rin g should be s e a te d firm ly .
it should be clean ed and in sp ected fo r e x c e ssiv e
w e a r o r dam age and sh o u ld b e re p la c e d if n e c e s s a ry .
FLYW HEEL, INTERMEDIATE DRIVE
PL A T E , AND PRESSURE PLA TE
R em oval If e ith e r th e flyw heel, in te rm e d ia te d riv e
In s ta ll Tool (J-1448), and pull bushing fro m p la te , o r clutch p r e s s u r e p late is found to be s c o r ­
c ra n k sh a ft b o re (fig. 5). ed, bu rn ed , w arp ed , o r w orn, th e se com ponents
a r e to be re p la c e d . A ll reco m m en d a tio n s fo r m a­
In sta lla tio n chining of the flyw heel, in te rm e d ia te d riv e p late,
In re p la c in g th is b e a rin g , u se Tool (J-1522). a n d /o r p r e s s u r e p la te to elim in ate th e s e conditions
P la c e b e a rin g on p ilo t of tool w ith ra d iu s in b o re a r e to be voided.
of b e a rin g next to sh o u ld e r of tool and d riv e into
c ra n k sh a ft.
DRIVEN DISCS
P IL O T BEARING In sp ect d riv en d isc asse m b ly fo r w orn, lo o se,
C o rro sio n o r ro u g h n ess on e ith e r the ra c e o r and g re a s e o r o il-so a k e d fa cin g s. C heck fo r b roken
b a lls can be d e te c te d by ro ta tin g b e a rin g in n e r s p rin g s , loose r iv e ts (when used), o r c ra c k s in the
ra c e w ith fin g e r. d riv en disc hub. E xam ine sp lin e s in hub fo r w ear

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 7E-4
CLUTCHES
and m ake s u r e they slid e fre e ly on sp lin e s of the
m ain d riv e g e a r. If any w e a r o r dam age is evident,
re p la c e w ith a new d riv en d isc a sse m b ly .
PRESSURE PL A T E AND COVER ASSEMBLY
D e ta ile d in sp ectio n and r e p a ir p ro c e d u re s fo r
th e p r e s s u r e p la te and c o v er a sse m b ly a r e not
co v e re d in th is m anual.
CLUTCH INSTALLATION
1. B e s u r e th e wood b lo ck s (figs. 1 and 3) o r
hold-dow n b o lts and w a s h e rs (fig. 2) a r e in sta lle d
in the clu tch c o v er a s s e m b ly .
2. P la c e fro n t d riv e n d isc a g a in st flyw heel.
P la c e in te rm e d ia te d riv e p la te a g a in st th e fro n t
d riv e n d isc . Then p la c e r e a r driv en d isc a g a in st
in te rm e d ia te d riv e p la te .
NOTE: B e s u r e the la r g e r exposed p o rtio n of
d isc d a m p e r s p rin g s face th e p r e s s u r e p la te .
3. Move clu tch c o v e r a sse m b ly into p o sitio n
a g a in st dual d isc a s s e m b ly . I n s e rt alig n m en t tool
o r old tr a n s m is s io n m ain d riv e g e a r into p ilo t
b e a rin g .
4. If a lig n m en t m a rk s w e re m ade on clutch
co v e r and engine flyw heel p r io r to re m o v a l, align
th e se m a rk s .
5. In sta ll c o v e r-to -fly w h e e l b o lts and w a sh e rs.
T ighten b o lts a lte rn a te ly one tu rn at a tim e to com ­
p r e s s clutch p r e s s u r e sp rin g s evenly and p re v e n t
p o ssib le d isto rtio n of co v e r.
NOTE: T ighten clutch c o v e r-to -fly w h ee l b o lts
to 35-45 foot-pounds to rq u e . R em ove aligning tool.
IMPORTANT: A fter in sta llin g clutch co ver
a sse m b ly be s u re to rem o v e wood blo ck s ( r e fe r
to fig. 1).
6. C lutch r e le a s e m ech an ism (fork-type):
a. Be s u re clutch re le a s e b e a rin g and suppo rt
a sse m b ly (fig. 4) is lu b ric a te d a s d e sc rib e d p r e ­
viously u n d e r "Inspection and R e p a ir."
b. In sta ll r e le a s e fo rk b all stu d to th e clutch
housing. T ighten ball stu d to 30-40 foot-pounds
to rq u e .
c. Apply a sm a ll am ount of high te m p e ra tu re
g re a s e to b a ll stu d r e c e s s in r e le a s e fo rk , then
in s ta ll b all stu d r e ta in e r sp rin g in fo rk . F o rc e b all
stu d into fo rk r e c e s s un til engaged by sp rin g .
d. P o sitio n r e le a s e b e a rin g in yoke p o rtio n of
re le a s e fo rk .
7. C lutch r e le a s e m echanism (yoke-type):
a. B e s u re clutch re le a s e b e a rin g and su p p o rt
a sse m b ly is lu b ric a te d a s d e sc rib e d p re v io u sly
u n d e r "C lutch R e le a se M echanism ."
8. In sta ll tra n s m is s io n a sse m b ly a s d e sc rib e d
in "TRANSMISSION ON-VEHICLE SERVICE O PE R ­
ATIONS” (SEC. 7B) in th is m anual.
CHEVROLET 40-40 TRUCK SERVICE MANUAL
 Sec. 7E-5

CLUTCHES

CLUTCH TROUBLESHOOTING

SYMPTOMS AND PROBABLE CAUSE PROBABLE REMEDY

SLIPPING
1. Im p ro p e r a d ju stm en t. 1. A djust sla v e cy lin d e r tra v e l c le a ra n c e o r if
co n tro l is of link type, m ake a d ju stm e n t at
r e le a s e f or k o r le v e r ad ju stm e n t rod.
2. Oil soaked clu tch d isc . 2. In sta ll new d isc .
3. W orn sp lin e s on tra n s m is s io n d riv e g e a r. 3. R eplace d riv e g e a r.
4. Lining lo o se on clu tch d isc . 4. In stall new d isc .
5. W arped p r e s s u r e p la te o r engine flyw heel. 5. R eplace p r e s s u r e p la te o r flyw heel.

GRABBING
1. Oil on disc lining. 1. Install new d isc .
2. W orn s p lin e s on tra n s m is s io n d riv e g e a r. 2. R eplace d riv e g e a r.
3. L oose engine m ountings. 3. T ighten or re p la c e engine m ountings.
4. W arped p r e s s u r e p la te o r engine flyw heel. 4. R eplace p r e s s u r e p la te o r flyw heel.

RATTLING
1. W eak r e tr a c tin g s p rin g s . 1. R eplace sp rin g s.
2. R e le a se f or k lo o se on b all pivot stud. 2. C heck stud and re ta in in g sp rin g and if
n e c e s s a ry , re p la c e .

NOISY
1. W orn clu tch r e le a s e b e a rin g . 1. R eplace r e le a s e b e arin g .

HYDRAULIC CONTROLS
PEDAL SPONGY
1. A ir in clu tch h y d rau lic lin e. l. Bleed clu tch slav e c y lin d er.

EXCESSIVE PEDAL TRAVEL

1. L eaking sla v e c y lin d e r lin e. l. T ighten o r re p la c e line.
2. F lu id low in h y d rau lic m a s te r c y lin d e r. 2. F ill c y lin d e r to 1 /2 " below top of r e s e r v o ir .
3. C lutch m a s te r c y lin d e r push rod le v e r loose 3. A djust length of clutch push rod u n d er dash .
o r not p ro p e rly ad ju sted .

CLUTCH PEDAL RELEASES CLUTCH BUT

PEDAL GRADUALLY TRAVELS DOWNWARD
1. C lutch m a s te r c y lin d e r le a k s p a s t p rim a ry cup. 1. O verhaul m a s te r c y lin d e r.
2. E x te rn a l le a k s. 2. T ighten all line fittin g s and check fo r lea k s
in lin e. t -6847

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 SECTION 8

fyuel ^anJz and ^ U aaA i

S ection P age No.
8A F u el T a n k .................................................... 8A-1
8B E xhaust S y s t e m ......................................... 8B-1

NOTE: R e fe r to ENGINE FUEL SYSTEM (SEC. 6M) fo r

in fo rm atio n p e rta in in g to fuel f ilte r s and fuel pum ps.

SECTION 8A
tf-uel ^anhf and Qauae SuAtem
GENERAL DESCRIPTION F uel tank f ille r caps and neck a sse m b lie s a lso
co nform to the la te s t S.A .E . S tan d ard s fo r fille r
TANK MOUNTINGS AND LOCATIONS caps and re la te d f ille r neck c a m s. U pper and low er
The s ta n d a rd 21-g a llo n (17.5 Im p e ria l M easure) f ille r n ecks v a ry a s to s iz e , length, and shape,
fuel tan k w ith c o v e r, is m ounted behind the se a t depending on m odel re q u ire m e n ts . F ille r necks
w ithin th e cab. The f ille r neck extends through the a r e tr e a te d so th a t r u s t w ill not fo rm and get into
le ft sid e of the cab (fig. 1A). the fuel sy ste m . In g e n e ra l, low er f ille r necks a r e
f i r s t bolted o r riv e te d to the tank and then sw eat
In g e n e ra l, fuel tan k s a r e lo cated on sid e of
so ld e re d in p la c e to e lim in ate any p o ss ib ility of
c h a s s is (fig. 1, B th ru F ), and lay lengthw ise to
leak ag e. A ll tan k s a r e equipped with a v e n te d fille r
fra m e sid e r a il. A m ounting of two m etal s tr a p s
neck cap.
a n c h o r tan k s to m ounting b ra c k e ts w hich a r e bolted
to fra m e sid e m e m b e r. M e ta l-to -m e ta l co n tact b e ­
T ypes D, E. and F (fig. 1) fuel tank f ille r caps
tw een tan k and b ra c k e ts and s tr a p s is p re v e n te d
and vent check valves conform to the la te s t S.A .E.
by u se of a n ti-sq u e a k m a te ria l.
and I.C .C . re g u la tio n s. The typical cap a s shown
in fig u re 2 is designed so th a t the fo u r h oles a r e
FU EL TANK CONSTRUCTION
fille d w ith a sp e c ia l fu sib le alloy. T his w ill m elt
T ypes A. B .a n d C fuel tan k s (fig. 1) c o n sist of
out a t ap p ro x im ately 160° to 170 F ., to p re c lu d e
two s te e l se c tio n s, each w ith a wide flange and
explosion.
b a ffle s w hich a r e p r e s s e d into th e tank h a lv es. The
two tan k se c tio n s a r e se a m -w e ld e d at the flange
FU EL PICKUP P IP E
aro u n d th e e n tire tan k to a s s u r e leak p ro o f con­
The fuel pickup pipe is b u ilt in te g ra lly w ith
s tru c tio n . E x ceptional s tiffn e ss is s e c u re d by the
the tank gauge u n it, lo c ated at the top of the tank
com bination of th e w elded flanges and d e p re sse d
in lin e w ith safety reco m m e n d atio n s. A la rg e a re a ,
rib s in both tank s e c tio n s . B affle p la te s a r e in c o r­
fin e -m e s h s c re e n is lo c ate d on the bottom of the
p o ra te d to p ro v id e ad d itio n al stiffn e ss and to p r e ­
fuel pickup pipe. T h is s c re e n is designed to p r e ­
vent the su rg in g of g aso lin e w ithin the tank.
vent the e n tra n c e of d ir t o r w a te r into the fuel
T ypes D, E, and F (fig. 1) fuel tan k s a r e sea m sy ste m . See "F u el Gauge S y stem " la te r in th is
w elded aro u n d the e n tire tank. se c tio n fo r com plete d e sc rip tio n of tank sending
unit.
F IL L E R CAPS AND NECKS
T ypes A, B. and C (fig. 1) fuel tan k s a r e equip­
ped w ith a vented f ille r neck cap, w hich in c o rp o r­
IMPORTANT
a te s a p r e s s u r e re lie f v alv e. The p r e s s u r e r e lie f When working on fuel system , fire
valve is re q u ire d by I.C .C . re g u la tio n s and is de­ fighting and appropriate safety equipment
sig n ed to p re v e n t e x c e ssiv e sp illa g e if tank should should be provided in accordance with
e v e r becom e in v e rte d . When n e c e s s a ry , re p la c e local fire and safety regulations.
w ith o rig in a l type cap.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 8A-2

FUEL TANK AN D EXHAUST

Figure 1—Cab and Frame M ounted Fuel Tanks (Typical)

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 8A-3

FUEL TANK AND EXHAUST

Figure 2 —Safety Cap and Vent Check V alve Plug (Typical)

SAFETY CAP DESCRIPTION
AND REPLACEMENT
C a re should be taken during sh e e t m etal, o r
o th e r r e p a ir s in th e a r e a s aro u n d the fuel tank.
T he cap should be c o v e re d w ith a p ro te c tiv e co v er
if th e veh icle is p u t into a p a in t oven o r if a heat
lam p is u se d n e a r th e tank. If th e alloy should m elt
fo r any re a s o n , no a tte m p t should be m ade to r e ­
p la c e it. The cap a sse m b ly should be re p la c e d . It
can be re p la c e d by w orking th e safety chain out of
th e neck of the tank. A new cap and chain should
be in s ta lle d so th a t chain is hooked in sid e th e neck
and w ill not allow cap to fa ll during n o rm a l u se .
A check valve vent (fig. 2 ) is u se d in con­
jun ctio n w ith the sa fe ty cap a s a vent fo r the tank
and a check valve in c a se th e tank b eco m es in ­
v e rte d . The vent p o r t should be kept open and
c le a r a t a ll tim e s . Any d ir t should be rem o v ed
fro m the p o rt, th e fuel cap rem o v ed and a i r fo rc e d
into the vent, p o rt to clean it.
3. D isconnect fuel feed line and w irin g fro m
gauge unit.
4. Unlock gauge cam rin g using sp e c ia l tool a s
shown on page 8A -7; re m o v e gauge u n it fro m tank.
5. R ep lace o r clean s tr a in e r w ith c o m p re sse d
a ir a s re q u ire d .
6. U sing new g ask et, in s ta ll gauge unit using
r e v e r s e of rem o v a l p ro c e d u re .
FUEL TANK REPLACEMENT
DRAINING FU EL TANK
If fuel tank does not in c o rp o ra te a d ra in plug,
it w ill be n e c e s s a ry to siphon fuel fro m tank. The
follow ing p ro c e d u re is recom m ended:
1. O btain an 8 to 10 foot length of 3 /8 " , o r
slig h tly le s s , I.D . hose and cut a flap type s lit 18"
fro m one end (re fe r to fig. 3).
CUT SLIT TO - FUEL FLOW
A C C O M O D A TE AIR CHUCK

REPLACEMENT OF G A U G E PIPE NIPPLE N y |*---------- 1 8 " ---------

UNIT OR STRAINER

NOTE: Ignition sw itch m ust be in "O F F " p o ­

CZ3
--------------------- 10 FT. --------------------------
s itio n . T-5763

1. Move s e a t fo rw a rd and rem o v e tan k c o v e r.

2. If n e c e s s a ry , d ra in tank to a le v e l below
gauge un it m ounting. Figure 3 —Tank Siphon Construction

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 8A-4
FUEL TANK AND EXHAUST
Figure 4 —Tube Flaring Tool J-8051
NOTE: H ose w ith l a r g e r than 3 /8 ” I.D . is not
reco m m en d ed a s it is d ifficu lt to e re c t and m ain ­
ta in a siphon u sin g th is m ethod w ith a la r g e r h ose.
2. I n s e r t a sm a ll n ipple (at le a s t 1 /8 " la r g e r
O.D. than th e hose I.D.) into opposite end of hose
fro m s lit.
3. I n s e rt nipple end of h ose into tank u n til it
s tr ik e s bottom .
4. W ith the op p o site end of th e hose in a s u it­
ab le c o n ta in e r w hich is p o sitio n e d below b ottom of
fuel tank, in s e r t an a i r p r e s s u r e hose n o zzle into
fla p -ty p e s lit and tr ig g e r flow of fuel by fo rcin g
a i r p r e s s u r e th ro u g h siphon to w ard s c o n ta in e r.
TANK REMOVAL
The follow ing p ro c e d u re is intended a s a gen­
e r a l guide only and w ill v a ry acco rd in g to tru c k
s e r i e s and m odel.
1. D ra in tan k by rem o v in g d ra in plug (if equip­
ped) o r u sin g siphon a s d e s c rib e d p re v io u sly .
2. D isco n n ect f ille r neck h ose a t lo w er clam p
a s re q u ire d to p ro v id e c le a ra n c e fo r tank re m o v a l.
3. D isconnect fu el lin e(s) and w irin g fro m tank
u n it. Ignition sw itch m u st be in "O F F ” p o sitio n .
NOTE: On m odels when top of tank is not
re a d ily a c c e s s ib le , lo o se n tank su p p o rt s tr a p s
enough to d isconnect tan k u n it w ire .
B f la r e .
Figure 5 —Single and Double Lap Flare
4. R em ove tank su p p o rt s tr a p s and lo w er tank
fro m v eh icle. To rem o v e fuel tank sending unit,
r e f e r to p ro c e d u re u n d e r "T ank Unit R ep lacem en t"
d e s c rib e d la te r in th is se ctio n .
5. To in s ta ll, r e v e r s e the "R em oval" p ro c e d ­
u r e . R eplace a ll a n ti-sq u e a k m a te ria l and be s u re
ta n k s tr a p s a r e p o sitio n ed p ro p e rly and tightened
evenly.
FUEL TANK REPAIR
R em ove a ll lin e s, w ire s , and gauge unit fro m
tan k asse m b ly . R em ove tank fo r m a jo r r e p a ir s as
p re v io u sly co v e re d u n d er "F u el Tank R e p la c e ­
m e n t." In event of r e p a ir s th a t involve so ld e rin g
o r w elding, even though th e tank has been drain ed ,
it m u st be p u rg ed o r c le a n se d to be m ade sa fe .
The p urging p ro c e s s rem o v e s the fuel m o le­
cu le s th a t re m a in in the m etal w a lls of th e tank
fo rm in g the dangerous fu m es. F lu sh the tank out
w ith clean w a te r fo r 5 m in u tes. N ext, p o u r in a
sp e c ifie d am ount of purging m a te ria l p e r m anu­
f a c tu r e r 's sp e c ific atio n . In s e rt an a ir hose to the
bottom of the tank and a g ita te w ith a ir 7 to 10 m in­
u te s on s m a lle r ta n k s. Em pty the tank and m ake
n e c e s s a ry r e p a ir s . R e in sta ll gauge unit and in s ta ll
tan k to v eh icle . Connect lin e s and w ire and when
r e p a ir a r e a is cold r e fill tan k w ith fuel to p re v e n t
r u s t fo rm a tio n .
If tank is to be s to re d a fte r r e p a ir , in s e r t a
s m a ll quantity of K e ro se n e and #10 engine oil
m ixed 50/50 and ag itate tank. P o u r off e x c e ss and
s e a l openings to p re v e n t r u s t fo rm atio n .
FUEL LINE INSTALLATION
In m aking up fuel lin e s , it is im p o rta n t th at
the ends of the tubing be fla re d p ro p e rly fo r the
c o m p re ssio n couplings. U nless the tubing is p ro p ­
e rly fla re d , the couplings w ill leak.
NOTE: Only s e a m le s s s te e l tubing is to be
u se d .
The tubing m ust be double-lap fla re d a t the
ends in o rd e r to p roduce a stro n g le a k -p ro o f joint.
The Tool (J-8051) (fig. 4) m ust be equipped
w ith the p ro p e r siz e die block and u p set fla re
punch fo r each siz e tubing to fo rm the double-lap
The p ro p e r siz e die blocks and u p se t fla r e
punches a r e a s follow s:
Tubing U pset F in ish
Size D ie B lock F la r e Punch F la r e Punch
3 /1 6 " J-2 1 8 5 -2 7 J-2 1 8 5 -3 J-2 1 8 5 -2 6
1 /4 " J-2 1 8 5 -2 8 J-2 1 8 5 -3 7 J-2 1 8 5 -2 6
5 /1 6 " J-2 1 8 5 -2 9 J-2 1 8 5 -4 J-2 1 8 5 -2 6
NOTE: T h e se sp e c ia l to o ls a r e also p a r t of
K it J-8 0 5 1 .
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 8A-5

FUEL TANK AND EXHAUST

F ig u re 5 show s two p ie c e s of tubing - one

w ith a s in g le -la p fla r e "A ” and th e o th e r w ith a
do u b le-lap f la r e "B ." It w ill be noted th at the
s in g le -la p f la r e s p lits th e tubing w hile th e double­
lap f la r e shown in "B " is a heavy, w e ll-fo rm e d
jo in t.
The follow ing p ro c e d u re should be follow ed
in m aking up fuel p ip es: STOP PLATE/
1. Cut tubing to th e d e s ire d length, u sin g Tool
(J-8 0 0 0 ). S quare off ends of tube and re a m sh a rp
ed g es w ith r e a m e r tool p ro v id ed on th e tube c u tte r. Figure 6 —Flaring Operation (Positioning Tubing)
2. In sta ll c o m p re ssio n couplings on tubing
and dip end of tubing to be fla re d in h y d ra u lic b ra k e
LATCH PLATE PUNCH RAM GUIDE
fluid. T h is lu b ric a tio n r e s u lts in b e tte r fo rm atio n RAM
DIE BLO C K\
of th e f la r e . TUBE '
3. S elect the c o r r e c t s iz e u p se t f la r e punch.
One end of th is punch is hollow ed out to gauge the
am ount of tubing n e c e s s a ry to fo rm a double-lap
f la r e .
4. Slip the punch into the tool body w ith gauge STOP
PLATE
end to w ard th e die b lo c k s, in s ta ll r a m and tap
lightly u n til punch m e e ts th e die blocks and they
a r e fo rc e d s e c u re ly a g a in st th e stop p la te (fig. 6). Figure 7—Flaring O peration (First Flare)
5. D raw la tc h p la te n u ts down tig h t to p re v e n t
tube fro m slip p in g . D raw nuts down a lte rn a te ly a ru b b e r g ro m m et in the fra m e hole o r a se ctio n of
beginning w ith nut on clo se d sid e to p re v e n t d is ­ ru b b e r hose aro u n d th e lin e .
to rtio n of p la te . NOTE: R e fe r to FUEL SYSTEM (SEC. 6M) of
6. R em ove punch and ra m . R e v e rs e punch and th is m anual fo r info rm atio n p e rta in in g to m ain ten ­
p la c e back in tool body. In s ta ll ra m and tap lightly ance and re p la c e m e n t in te rv a ls fo r In -lin e and
u n til face of punch co n ta c ts face of die blocks to fra m e m ounted fuel f ilte r s .
co m p lete f i r s t f la r e o p e ra tio n (fig. 7).
7. R em ove r a m and punch. FU EL LINE RETAINER C LIP (Fig. 9)
8. I n s e r t fin ish f la r e and ra m in tool body and A p e rio d ic in sp ectio n should be m ade to be
tap ra m u n til a good s e a t is fo rm e d (fig. 8). s u r e lin e s a r e se c u re ly m ounted. If fuel p ip e s and
9. Blow tubing out w ith c o m p re sse d a ir . re ta in e r c lip s a r e rem o v ed . Tool (J-7777) should
be u se d to in s ta ll new re ta in e r c lip s (fig. 9). A fter
FU E L LINE MAINTENANCE rem o v al of th e old clip fro m the fra m e , p o sitio n
The fuel lin e s should be in sp e c te d o ccasio n ally the new clip in th e locatio n of the old clip. Index
fo r le a k s , kin k s, o r d e n ts. If evidence of d irt is th e "blind riv e t" and p r e s s h ard (hand p r e s s u r e
found in th e c a r b u r e to r , fu el pum p, o r fuel f ilte r on should do) to expand riv e t.
d is a s se m b ly , th e lin e s should be d isco n nected and
blown out. C heck th e fuel s tr a in e r in th e tank fo r
dam age o r o m issio n . A leak in g fuel tank should be
r e p a ir e d o r re p la c e d im m ed iately (see "F u el Tank
R e p a ir" ). C rim p ed , kinked, o r leak in g fuel lin es
should be re p la c e d .
When in sta llin g fuel lin e s , tighten tubing nuts
only enough to p re v e n t leak ag e and p ro v id e a s e ­
c u re connection. W here p o s s ib le , a b ack-up w rench
should be u se d to p re v e n t tw istin g o r e x c e ss s tr e s s
on tubing.
When re p la c in g a flex ib le fuel lin e , be s u re
h o s e s a r e p ro p e rly lo c a te d to p re v e n t chafing
a g a in s t fra m e m e m b e rs , o r tw istin g . F uel line
r e ta in e r s should be p o sitio n e d p ro p e rly on fuel
lin e s to a s s u r e s e c u re su p p o rt, y et not r e s u lt in
lin e c o n stric tio n . C ra c k e d , c o rro d e d , o r bent r e ­
ta in e r s should be re p la c e d . On m odels w h ere the
fu el lin e p a s s e s thro u g h the fra m e th e re should be

CHEVROLET 40-A0 TRUCK SERVICE MANUAL

Sec. 8A-6
FUEL TANK AND EXHAUST
T-4017
Figure 9 —Installing Fuel Line Retainer
FUEL G A U G E SYSTEM
TANK UNIT (F ig. 10)
The fu el ta n k s tr a in e r , fuel pickup p ip e, and
tan k gauge un it a r e one a sse m b ly . The so ck -ty p e
s tr a in e r , lo c a te d on b o tto m of fuel pickup p ip e, is
of p la s tic w rap c o n stru c tio n w ith a h eat s e a le d end
and is re p la c e a b le . The la r g e a r e a fuel s tr a in e r is
of su fficien tly fine m esh to p re v e n t e n tra n c e of
con tam in an ts into fuel s y s te m and o p e ra te s w ith a
se lf-c le a n in g actio n . In sp e c t condition of s tr a in e r
if tan k unit is re m o v e d and re p la c e o r clean as
re q u ire d .
The tan k un it h o u ses a v a ria b le r e s i s t o r (rh e o ­
sta t) w hich c o n tro ls c u r r e n t through the d ash gauge
ac c o rd in g to p o sitio n of flo a t. The tank u n it rh e o ­
s ta t m ay be checked w ith an o h m m e te r. W ith float
on "EM P T Y " p o sitio n , o h m m e te r connected a c r o s s
rh e o s ta t should in d icate .00 to 1.0 ohm s r e s is ta n c e .
Figure 10—G asoline Tank Sending Unit
Figure 1 1—Tank Unit Protector
W ith flo a t on "F U L L ” p o sitio n , re s is ta n c e should
m e a s u re about 90 ohm s fo r conventional cab m odels
and 30 ohm s fo r s te e l tilt m odels.
TANK UNIT REPLACEM ENT
NOTE: T ank may in c o rp o ra te a p ro te c tiv e top
(fig. 11) to sh ie ld tank unit e le c tr ic a l connections
and fuel lin e(s). To rem ove the p ro te c to r top, a
b o lt a t each sid e m ust be rem o v ed . The low er p o r ­
tio n of the gauge p r o te c to r is sandw iched betw een
two g a sk e ts b eneath the top of the fuel gauge and
can be rem o v ed only a fte r rem o v al of gauge unit
fro m fuel tank.
T ilt Cab M odels
1. T u rn ignition sw itch o r engine co n tro l
sw itch to "O F F ” p o sitio n .
2. D isconnect e le c tric a l w ire fro m te rm in a l
on tank unit.
3. D isconnect fuel line(s) a t tank u n it.
4. Rem ove s c re w s o r bo lts attach in g tank unit
flange to tank. Then lift tank unit out of tank.
5. C a re fu lly in s ta ll new g a sk e t and tank unit
in tan k and align flange bolt h o le s.
6. In sta ll sc re w s holding flange to tank.
7. Connect fuel line(s) a t tank u n it. C onnect
e le c tric a l w ire to te rm in a l on tank unit.
C onventional Cab M odels
A sp e c ia l tool can be d ev ised to fa c ilita te r e ­
m oval and in sta lla tio n of tan k u n it. Tool can be
m ade fro m a com m on sp a n n e r w rench a s follow s:
Saw one slo t in each dowel at end of each
sp a n n e r a r m (see In se t on fig. 12). E ach slo t
should be p a r a lle l to sp a n n er a r m a s shown. The
saw s lo ts should m e a su re app ro x im ately 1 /8 inch
deep and 1/16 inch w ide (width of two h ack -saw
b la d e s). F ile a fla t su rfa c e p e rp e n d ic u la r to slo t
a t each end of s lo ts . G rind end of sp a n n e r a r m s if
ad d itional c le a ra n c e is needed.
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 8A-7

FUEL TANK AND EXHAUST

SLOTTED
DOWEL

SPANNER
ARM

WIRE TERMINAL
LUGS
SPANNER WRENCH

RETAINING
RING
FUEL TANK

FUEL TANK
STRAP
Figure 13—Special Tool

Figure 12—Rem oving Retainer Ring w irin g te rm in a ls of the gauge. R e fe r to CHASSIS

ELECTRICA L AND INSTRUMENTS (SEC. 12) of
DASH GAUGE th is m anual fo r illu s tra tio n s of dash gauge a s p o s i­
R e fe r to w irin g d ia g ra m shown on "F u el Gauge tio n ed on v a rio u s ty p es of in stru m e n t c lu s te rs .
S y stem T ro u b le D iag n o sis C h a rt."
The dash fuel gauge is an e le c tro m a g n e tic in ­
s tru m e n t w hich v isu a lly in d ic a te s quantity of fuel WARNING: Conventional cab models
in tan k when the ig nition sw itch is tu rn e d to the have a 90 ohm dash gauge and a 90 ohm
"ON" o r "ACCESSORY" p o sitio n . tank sending unit. All steel tilt models
The dash gauge c o n s ists of a p e rm a n e n t m ag­ have a 30 ohm dash unit and a 30 ohm tank
n e tic a rm a tu r e and sp in d le a sse m b ly to w hich a sending unit. It is important that dash
gauge and sending units not be interchang­
p o in te r is a tta c h e d . S urro u n d in g the m agnetic a r m ­
ed between conventional and tilt cab models
a tu re a r e two c o ils wound p e rp e n d ic u la r to each
if wrong fuel gauge components are in­
o th e r. T h ese c o ils p ro v id e the m agnetic field w hich
stalled, inaccurate fuel quantity readings
d e fle c ts the a rm a tu re and p o in te r. The in te n sity
will result. To be certain that mating re ­
and d ire c tio n of th e re s u lta n t m agnetic fie ld of the
sistances between dash gauge and tank
c o ils is dependent on c u r r e n t flow co n tro lled by r e ­
unit are maintained, be sure to install
s is ta n c e of the tan k u n it rh e o s ta t. When th e p o s i­
co rre ct parts.
tio n of the s lid e r a r m v a r ie s , a change in rh e o s ta t
r e s is ta n c e o c c u rs w hich r e s u lts in a p ro p o rtio n a l
c u r r e n t change in th e d ash gauge c o ils. T his a l ­
low s th e a r m a tu r e (and p o in ter) to align its e lf a c ­
co rd in g to th e re s u lta n t m ag n etic fie ld p ro d u c ed by
th e c o ils. The to ta l a n g u la r tr a v e l of a rm a tu re and
p o in te r fro m "E M P T Y " to "F U L L " is 90 d e g re e s.
A s m entioned p re v io u sly , the tan k unit rh e o ­
s ta t r e s is ta n c e is a p p ro x im ately z e ro ohm s when
the fuel tan k is em pty (float a rm is a t its low est
p o s itio n ). A s the tank is fille d , the tank un it float
a r m w ill r i s e to in c re a s e rh e o s ta t r e s is ta n c e w hich
in tu rn , w ill r e s u lt in th e p o in te r in the d ash gauge
to d eflect to w a rd s the "F U L L " p o sitio n .
The d ash gauge is not re p a ra b le and is r e ­
p la c e d a s an a s se m b ly . The d ash gauge fixed c a l­
ib ra tio n r e s i s t o r shown on the "F u el Gauge W iring
D ia p h ra g m " is connected a c ro s s the two e x te rn a l Figure 14—Fuel G auge System W iring Diagram

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 8A-8
FUEL TANK A ND EXHAUST

FUEL GAUGE SYSTEM TROUBLE DIAGNOSIS CHART

POSSIBLE COMPLAINT

A w d $ 4 4 & y /
/ „<> / pYl >/ & > / v / v / < > / -Ov / V d,/

/ m ?
A? y<
PROBABLE CAUSE r r y SUGGESTED REMEDIES
1. L oose co n nection anyw here in c ir c u it X Inspect and, if n e c e s s a ry , cle a n and
tighten all connections in c irc u it
2. P o o r d ash fuel gauge c a lib ra tio n X In s ta ll new dash fuel gauge
3. Poor tan k unit c a lib ra tio n X In sta ll new tank unit *
4. C irc u it grounded in r e s i s t o r of tank unit X X In sta ll new tank unit *
5. C irc u it grounded betw een tan k unit X Insulate grounded c irc u it
r e s i s to r and d ash gauge
6. C irc u it w ithin d ash gauge grounded. X In s ta ll new dash fuel gauge

7. C irc u it g rounded betw een b a tte ry and x In su late grounded c irc u it

d a sh gauge.
8. Open c ir c u it betw een ignition sw itch X C lean and tig h ten a p p ro p ria te
and d ash gauge te rm in a ls o r r e p a ir b roken w ire

9. Open c ir c u it betw een ground te rm in a l X C lean and tighten m ounting b ra c k e t

on gauge and ground
10. Open c ir c u it betw een sending unit
te rm in a l on d ash gauge and
r e s i s t o r te rm in a l on tan k unit
11. Open c ir c u it in r e s i s t o r of tank unit at
1 /4 full p o sitio n
12. Open c ir c u it betw een tan k unit s lid e r
r e s i s t o r and ground
13. N eedle rubbing on fa c e of gauge
14. F uel tan k flo a t hang-up
15. Top of fuel tan k d efo rm ed
16. Bottom of fuel tan k d efo rm ed
17. T ank un it m ounting flange bent
* Ignition sw itcn m u st be "O F F ” b e fo re rem o v in g tank sending unit, o th e rw ise full b a tte ry voltage m av d e s ­
tro y u n it o r ig n ite fuel v a p o rs. F o r m axim um sa fe ty , rem o v e cable fro m negative b a tte ry te rm in a l.
w h ere co n tact is m ade betw een
d a sh gauge and ground
X C lean and tig h ten a p p ro p ria te
te rm in a ls o r re p a ir bro k en w ire
X In sta ll new tank unit*
X In sta ll new tank unit *
X X X X X Position needle to p re v e n t c o n ta ct
w ith face o r in sta ll new gauge
x X X X X X F re e binding flo at o r in sta ll new
tank unit*
X S traig h ten tan k top o r re p la c e tank
x S traig h ten bottom of tank o r re p la c e
tank
x X X S traighten m ounting flange o r r e ­
p lace tank unit*
CHEVROLET 40-A0 TRUCK SERVICE MANUAL
 SECTION 8B
iZxJtcuiit Sif&tem
GENERAL INFORMATION O n a ll exhaust and tail pipe clam p
installations locate centerline of clam p
E x h au st s y s te m d esig n s v a ry acco rd in g to to end o f slot in pipe as shown.
engine type and m odel d esig n atio n (figs. 15, 16,
and 17). In g e n e ra l, a ll ex h au st s y ste m connec­
tio n s a r e of s p lit-jo in t coupled design, s e c u re d
w ith clam p U -b o lts. F lex ib le h a n g e rs a r e u se d to
re d u c e n o ise tr a n s f e r to body and to re lie v e con­
c e n tra te d lo ad s on ex h au st s y ste m com ponents.

In g e n e ra l, m u ffle rs a r e of heavy duty con­

stru c tio n desig n ed fo r optim um quieting efficiency,
red u c e d ex h au st back p r e s s u r e , and long life due
to u se of alu m in ized tu b es and b a ffle s.
T-8260
MAINTENANCE
Figure 15—Exhaust Pipe Clam p Installation
EXHAUST RESTRICTION AND LEAKS
E x h au st s y s te m should be in sp e c te d p e rio d ic ­
of the ex h aust p ip e and c ro s s o v e r pipe a sse m b ly
a lly fo r r e s tr ic tio n s and le a k s . R e s tric tio n s such
on "V ” engines equipped w ith sin g le exhaust s y ste m .
a s kinked o r c rim p e d p ip e s r e s u lt in e x c e ssiv e
On a ll jo in ts except exhaust m anifold, apply
back p r e s s u r e w hich can le a d to in c re a s e d fuel
s e a le r (GM 9985020) o r equivalent, to p re v e n t
consum ption, p o w er lo s s , and p o ss ib le dam age to
p o ssib le le a k s.
engine com bustion ch a m b e r com ponents. E xhaust
In c o rre c tly a sse m b le d p a r ts of exhaust s y s ­
le a k s a r e com m only th e r e s u lt of lo o se clam p a s ­
te m a r e fre q u en tly the cau se of annoying n o ise s
s e m b lie s , d efectiv e ex h au st p ip e to m anifold p a c k ­
and r a ttle s due to im p ro p e r c le a ra n c e s . E xhaust
ing, c o rro d e d p ip e s, o r a p u n c tu re d m u ffle r. In
com ponents m ust have %" c le a ra n c e fro m cab to
additio n to o b jectio n ab le n o ise , a leaking exhaust
avoid p o ssib le o v e rh eatin g cab p an ellin g . T h e re ­
s y s te m could allow toxic g a s e s to e n te r cab.
fo re , leav e a ll clam p a s s e m b lie s and m u ffler s tra p
D am aged o r c o rro d e d ex h au st s y s te m com ­
b o lts lo o se te m p o ra rily until the e n tire s y s te m has
p o n en ts should be re p la c e d w ithout delay. If it is
been in sp e c te d to d e te rm in e if th e re is adequate
a b so lu te ly n e c e s s a r y to o p e ra te v eh icle when an
c le a ra n c e betw een exhaust com ponents and fra m e
ex h au st le a k e x is ts , u se e x tre m e caution and keep
m e m b e rs. The w eight of the exhaust s y ste m should
cab w ell v e n tila te d .
be p ro p e rly d istrib u te d on a ll supporting b ra c k e ts
and h a n g e rs. If the load is not p ro p e rly b alanced,
CAUTION re p o sitio n p ip es a t connecting jo in ts to re lie v e any
c o n c e n tra te d lo ad s. A fte r adjusting h a n g e rs, alig n ­
If a gasoline engine is operated with a
ing p ip e s, and re p o sitio n in g m uffler, check e n tire
faulty exhaust system , poisonous (carbon
s y s te m fo r adequate c le a ra n c e and then tighten a ll
monoxide) gas may enter cab and cause
cla m p s, w orking fro m fro n t to r e a r . S ta rt engine
serio us or fatal injury to personnel. C a r ­
and in sp e c t a ll connections fo r leak ag e.
bon monoxide may or may not have a de­
NOTE: When in sta llin g exhaust pipe to m a n i­
tectable odor, and is tasteless and co lo r­
fold, alw ays u se new packing and n u ts. Be s u re
le ss. In the presence of carbon monoxide,
to clean m anifold stu d th re a d s w ith a w ire b ru sh
physical symptoms such as headache, eye
b e fo re in sta llin g new n u ts.
sm arting and/or drowsiness may be ex­
perienced.
W ARN IN G-CARBON M ONOXIDE
EXHAUST SYSTEM ALIGNMENT K E E P COW L V E N T AND H E A T E R
D uring in s ta lla tio n of a new ex h au st pipe, IN TA K ES C L O S E D WHEN O P ER A T IN G
m u ffle r o r ta il p ip e , c a r e should be tak en to p ro p ­ IN C O N G ESTED T R A F F IC TO P R E V E N T
e rly p o sitio n com ponents in re la tio n to each o th e r. D E A D L Y EX H A U ST G ASES FROM EN ­
P a r tic u la r c a r e should be given to th e in sta lla tio n T ER IN G CA B .

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 8B-2
FUEL TANK A N D EXHAUST

Figure 17—Tilt Cab Vertical Exhaust (Typical)

Figure 18—Standard M ufflers and Clam ps

WARNING - CARBON MONOXIDE

Keep cowl vent and h e a te r in tak es clo se d when

o p eratin g in co n g ested tra ffic to p re v e n t deadly
exhaust g a s e s fro m en terin g cab.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 SECTION 9
S te & tU t u j, S y s t e m

C ontents of th is se ctio n a r e lis te d in Index below:

Section P age No.

9A M echanical S tee rin g ............................................................9-1
9B P o w er S te e rin g .......................................................................9-21

SECTION 9A
M echanical Ste&Uncj,
C ontents of th is sectio n a r e lis te d in Index below:

S ection P ag e No.
D e sc rip tio n .................................................................................................9A-1
S te e rin g S ystem M aintenance ................................................................9A -2
S te e rin g G ear A d ju stm en ts ................................................................... 9A -4
S te e rin g G ear R eplacem ent ................................................................... 9A - 5
S teerin g L i n k a g e ..........................................................................................9A - 6
S te e rin g D rag Link o r Connecting Rod .............................................9A-7
S teerin g T ie R o d ..........................................................................................9A-7
P itm a n Shaft Seal R eplacem ent (G ear in V e h ic le ) .......................... 9A-8
S te e rin g W heel and S te e rin g C o lu m n .................................................... 9A-9
M ultiple W ire C o n n e c t o r s ....................................................................... 9A-9
S te e rin g W heel R eplacem ent ............................................................... 9A-10
S te e rin g Colum n and S h a f t .......................................................................9A-10
Cab and Cowl M odels .......................................................................9A -10
T ilt Cab M odels ..................................................................................9A-14
T ro u b le D iagnosis C h a rt .......................................................................9A-18
S pecificatio n s ............................................................................................. 9A-20

DESCRIPTION d e sc rib e d in detail la te r .

R otation of the s te e rin g w heel is tra n s m itte d
to the fro n t axle rig h t and left s te e rin g a rm s fro m
the s te e rin g g e a r p itm an a rm by linkage con sisting
of a d rag link and tie rod. T o e-in is a lso ad ju sted
and m aintained through u se of the tie rod.
S teerin g sh aft on conventional cab m odels is
of o n e -p ie c e c o n stru ctio n and u se s a ra g -ty p e fle x ­
ib le coupling to connect sh aft to ste e rin g g e a r
w orm sh aft. T ilt cab and cowl m odels u se a tw o-
p ie c e sh aft a rra n g e m e n t co m p rise d of two u n i­
v e r s a l yo ke-ty p e jo in ts and a sp lin ed shaft and
sle e v e which is e ss e n tia l to p e rm it m ovem ent of
sh a ft w hile revolving. B all b e a rin g s a r e p rovided
at up p er and low er ends of ste e rin g colum n, to
c e n te r s te e rin g sh aft in colum n, and to e n su re
sm ooth o p e ra tio n of s te e rin g sy ste m . C om ponents
of colum n and shaft(s) which a r e su b ject to w ear
a r e re p la c e a b le , and m ethods u sed fo r re p a ir a r e
A re c irc u la tin g b all b e a rin g and s e c to r nut
type ste e rin g g e a r, m ounted on left fra m e sid e r a il
fo rw a rd of fro n t w heels, is u se d on a ll v eh icles
co v e re d by th is m anual. T his unit is a d ju stab le fo r
n o rm a l w ear.
S teerin g g e a r a s s e m b lie s , w hile s im ila r in
co n stru c tio n , v ary in siz e and m ounting, depending
on tru c k m odel application . R e fe r to "M odel Ap­
p licatio n C h a rt" a t end of th is se ctio n fo r p ro p e r
ste e rin g g e a r applicatio n on each tru c k s e r ie s .
The m a jo r d iffe re n c es in the ste e rin g g e a r
a s s e m b lie s a r e d e sc rib e d in the following text:
NOTE: R e fe r to "S teerin g G ear A d justm ents"
la te r in th is se ctio n fo r ad ju stm en t of P itm an Shaft
la sh , back-up a d ju s te r, and w orm th ru s t b e a rin g s.
The type 549-D and 553-D ste e rin g g e a r a s ­
se m b lie s shown in fig u re 1 have an a d ju s te r a s ­
sem bly at shaft end of g e a r housing fo r ad justm ent

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 9A-2

MECHANICAL STEERING
0

1 L ash A djuster Lock Nut 11 Pitm an Shaft Oil Seal 22 A djuster Lock Nut
2 Side Cover 12 Housing Bushing 23 Cup and A djuster A ssem bly
3 Side C over Bolt 13 Steering G ear Housing 24 A djuster W orm T h ru st
4 Lock W asher 14 P itm a n S h a ft S e c t o r G e a r Bearing Oil Seal
5 Clamp R etain er Screw 15 Side Cover Bushing 25 Steering Shaft
6 Back-up A djuster 16 Side C over G asket 26 Upper W orm T h ru st Bearing
(Type 553-D-17 Only) 17 L ash A djuster Shim 27 F ille r Plug
7 Back-up A djuster Lock Nut 18 L ash A djuster 28 W orm Balls
(Type 553-D-17 Only) 19 Expansion Plug 29 Pitman Shaft S ector G ear
8 Pitm an A rm Nut 20 W orm T h ru st Bearing 30 Ball Nut
9 Lock W asher 21 Ball Guide 31 W orm Shaft
T-3332
10 Pitm an Shaft

Figure I —Type 549-D and 553-D Steering G ear (Typical)

of w o rm th ru s t b e a rin g ; lip -ty p e oil s e a ls a t s t e e r ­ should be in sp e cted fo r w e a r. D rag link, connecting

ing w o rm and p itm an sh aft; sh im s fo r ad ju stm en t ro d , and tie ro d end b a ll so c k e ts should be checked
of p itm a n sh aft la s h , and bushings in g e a r housing and re p a ire d if w orn. T h ese checks should be m ade
and sid e c o v e r. A b ack -u p a d ju s te r is u se d on the b e fo re attem p tin g to in sp e ct o r ad ju st ste e rin g
5 5 3 -D -17 type s te e rin g g e a r a s u se d on til t cab g e a r. If th e above checks in d icate com ponents to be
m o d els, to p re v e n t the w o rm sh aft fro m flexing up in good condition, g e a r a sse m b ly m ay be ad ju sted .
and down. F ig u re 6 show s tilt cab s te e rin g g e a r 4. To a d ju st ste e rin g g e a r a sse m b ly , r e f e r to
and linkage com ponents. "S teerin g G e ar A d ju stm en ts" la te r in th is se c tio n .
5. P e rio d ic a lly check ste e rin g colum n m ount­
ing b o lts and check to rq u e on stop clam p, and w orm
STEERING SYSTEM MAINTENANCE sh a ft clam p bolt nu ts.
NOTE: ALL STEERING ATTACHMENTS ARE
The follow ing m ain ten an ce o p e ra tio n s m ay be IM PORTANT ATTACHING PARTS IN THAT THEY
acco m p lish ed w ith th e s te e rin g g e a r a sse m b ly in ­ COULD A FFE C T THE PERFORMANCE O F VITAL
s ta lle d in the v eh icle. COMPONENTS AND SYSTEMS, AND/OR COULD
1. At re g u la r in te rv a ls , check and if n e c e s ­ RESULT IN MAJOR REPAIR EX PEN SE. THEY
s a r y tig h ten a ll s te e rin g g e a r m ounting b o lts, p it­ MUST BE REPLACED WITH PARTS O F THE
m an a r m nut, and g e a r housing u p p e r c o v e r and SAME PA RT NUMBERS OR WITH EQUIVALENT
sid e c o v er attach in g b o lts. PARTS IF REPLA CEM EN T BECOMES NECES­
2. L u b ric a te th e s te e rin g g e a r and r e la te d SARY. DO NOT USE REPLA CEM EN T PARTS OF
linkage a s d e sc rib e d in LUBRICATION (SEC. 0) of LESSER QUALITY OR SUBSTITUTE DESIGN.
th is m anual. TORQUE VALUES MUST BE USED AS SPECIFIED
NOTE: If e x c e ss lo o s e n e s s is evident in s t e e r ­ DURING REASSEMBLY TO ASSURE PR O PER R E ­
ing sy s te m , a ll com ponents of s te e rin g colum n TENTION O F THESE PARTS.

CHEVROLET 40-40 TRUCK SERVICE MANUAL

 Sec. 9A-3

MECHANICAL STEERING

F ir e W all B ra c k e t 9 Stop Clam p

R e ta in e r and F lo o r Seal 10 U pper S tee rin g Shaft
S crew 11 U pper Shaft Yoke
C lam p 12 C e n te r U n iv ersal Jo in t A ssy .
S te e rin g Colum n 13 D ust Cap R e ta in e r
L o w er Colum n B e a rin g 14 L ow er S te erin g Shaft 16
In n e r Seal 15 Spring
O u te r Seal 16 Spring Seat 15

T-5683

Figure 2 —Steering Column Stop Clam p Com ponents (C ow l M odel Shown)

STEERING W HEEL CHUCKING ing colum n c la m p s, o b se rv e the following:

OR CLUNKING NOISE
When s te e rin g w heel clunking n o ise is noted,
o r an u p-and-dow n chucking m ovem ent of s te e rin g
w heel is en co u n tered , it is p o ss ib le th a t m ast
ja c k e t u p p er and lo w e r cla m p s have lo o sened and
sh o u ld be re -to rq u e d . To tig h ten and ad ju st s t e e r ­
1. L oosen m a st jac k e t cla m p s a t dash and
f ir e w all.
2. P u sh s te e rin g w heel down until a ll u p -a n d -
down m ovem ent has been rem o v ed .
3. T ighten clam p a t dash, then tighten clam p
a t fir e w all (if u se d ).
4. A djust "s to p ” clam p a t bottom of s te e rin g
sh aft to allow 0.005" to 0.030" up and down m ove­
m ent of the u p p er sh aft asse m b ly (re f e r to fig s.
2 and 3).

Lash A djusier Screw

Aajust ciamp to allow 0.005” min. to 0.030"

max. axial movement of shaft assem bly and
torque ciam p bolt to 8 to 11 foot-pounds. T h is
clearan ce must be maintained to prevent ex­
c e ssiv e axial chucKing of the upper steering
shaft or binding of the upper steering shaft
bearing. t-647o
Side Cover

Figure 3 —Steering Column Stop Clam p

Adjustm ent (Conventional Cab) (Typical) Figure 4 —A dju stin g Sector G ear Lash

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 9A-4
MECHANICAL STEERING
Figure 5 —Checking Steering W heel Rim Pull
NOTE: If "clunking" s till e x ists , the yoke and
sle e v e a s s e m b lie s should be disco n n ected , in s p e c t­
ed fo r w e a r, and re p la c e d if n e c e s s a ry . T h is is an
im p o rta n t safety p ro c e d u re which w ill p re v e n t
in te rn a l s te e rin g sh aft joint in te rfe re n c e .
O th er fa c to rs should be c o n sid e re d when a t ­
tem p tin g to d e te rm in e so u rc e of clunking m ove­
m ent in sy s te m . L oose linkage, o r w orn b a ll jo in ts
can p ro d u ce a te le sc o p in g effect thro u g h s te e rin g
g e a r and colum n to the s te e rin g w heel, and it may
be difficu lt to d e te rm in e w h eth er tro u b le is in the
ste e rin g colum n, g e a r a sse m b ly , o r linkage co m ­
p o n en ts. Some of th e m ost com m on c a u se s of
s te e rin g clunk, o r chucking m ovem ent a r e a s
follow s:
a. In su fficien t lu b ric a n t in s te e rin g g e a r a s ­
sem b ly .
b. P itm a n a r m lo o se on p itm an sh aft.
c. S te e rin g g e a r lo o se on c h a s s is fra m e .
d. S te e rin g g e a r in c o rre c tly ad ju sted .
e. A ir p r e s s u r e in t i r e s too high.
f. Shock a b s o r b e r s d efectiv e.
g. W orn king p in s and bushings.
STEERING GEAR ADJUSTMENTS
(R efer to F ig u re s 1 and 4)
The s te e rin g g e a r a sse m b ly is d esigned to
p ro v id e ad ju stm en t to co m p en sate fo r n o rm a l w e a r
at w orm b e a rin g s , p itm an sh aft, and m ating p a r ts .
B e fo re a d ju stm e n ts a r e m ade to the s te e rin g
g e a r in an a tte m p t to c o r r e c t such conditions as
sh im m y , loose o r h a rd s te e rin g and ro a d sh o ck s,
a c a re fu l check should be m ade of fro n t end a lig n ­
m ent, shock a b s o r b e r s , w heel b alan ce, and ti r e
p r e s s u r e fo r p o ssib le c a u s e s .
NOTE: B efore m aking any ste e rin g g e a r ad ­
ju stm e n t, check lu b ric a n t in g e a r housing and fill
to p ro p e r lev e l, if n e c e s s a ry , a s d ire c te d in LU­
BRICATION (SEC. 0) of th is m anual. T ighten a ll
m ounting b o lts to to rq u e reco m m en d ed in "S p eci­
fic a tio n s" a t end of th is se ctio n .
P ro c e d u re s fo r checking and ad ju stin g the
s te e rin g g e a r m ust be p e rfo rm e d in seq u en ce given
in the follow ing p a ra g ra p h s:
A lw ays check w orm b e a rin g ad ju stm en t f ir s t,
and a d ju st if n e c e s s a ry , b efo re m aking p itm an
sh aft la s h ad ju stm e n t.
NOTE: B efo re m aking any a d ju stm e n ts on the
s te e rin g g e a r, loosen b ack-up a d ju s te r lock nut
(as u se d on tilt cab m odels); then loosen back-up
a d ju s te r.
CHECKING WORM BEARING ADJUSTMENT
1. D isconnect d rag lin k o r connecting ro d fro m
p itm a n a rm . Note re la tiv e p o sitio n of linkage and
p itm a n a r m so p a r ts may be re a sse m b le d in sam e
re la tiv e p o sitio n . R e fe r to "S teerin g L inkage" la te r
in th is se c tio n fo r c o r r e c t p ro c e d u re s .
2. L oosen lock nut and tu rn la s h a d ju s te r (fig.
4) a few tu rn s cou n terclo ck w ise to re lie v e load
fro m w orm b e a rin g s and to p ro v id e c le a ra n c e b e ­
tw een the s e c to r g e a r and w orm b all nut.
3. T urn s te e rin g w heel GENTLY in one d ir e c ­
tion to end of tra v e l, then back away one full tu rn .
CAUTION: DO NOT turn steering
wheel hard against "stops" when linkage
is disconnected from pitman arm as dam­
age to ball guides will result.
4. A ttach sp rin g sc a le (J-544-01) at rim of
w heel a s shown in fig u re 5. P u ll on sc a le in a line
a t rig h t angle to w heel spoke and m e a su re the
am ount of pull re q u ire d to keep the w heel m oving.
If w o rm b e a rin g s a r e p ro p e rly ad ju sted , re ad in g
on sp rin g sc a le should be betw een 1% a n d 2 pounds.
NOTE: If pull is not w ithin 1% to 2 pounds,
w o rm b e a rin g s re q u ire a d ju stm en t. If "ro u g h " o r
"lum py" action is noted during check, w orm b e a r ­
ings a r e p ro bably dam aged. S te erin g g e a r should
then be rem oved, d isa sse m b le d , and b e a rin g s
exam ined. If w orm b e a rin g s do not re q u ir e a d ju st­
m ent, ad ju st pitm an sh aft la s h a s d e sc rib e d la te r
in th is se ctio n . A djust w orm b e a rin g s a s follow s:
WORM BEARING ADJUSTMENT
1. L oosen a d ju s te r lock nut (22) (fig. 1) at
sh aft end of ste e rin g g e a r and tu rn w orm b e a rin g
a d ju s te r sc re w (23) clockw ise until th e re is no
p e rc e p tib le end play in the w orm .
2. U sing sp rin g sc a le (J-5 4 4 -0 1 ), check the
s te e rin g w heel rim pull a s outlined p re v io u sly .
T u rn a d ju s te r sc re w un til a pull of 1V2 to 2 pounds
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 9A-5

MECHANICAL STEERING

L ow er Shaft Yoke FLEXIBLE COUPLING

Yoke C lam p
S te e rin g G e a r W orm CLAMP BOLT
Shaft
S te e rin g G ear
M ounting B ra c k e t
P itm a n Shaft Nut
P itm a n A rm
D rag Link Nut
D rag Link

STEERING GEAR
LASH ADJUSTER
f t
SIDE COVER

10
10 M ounting B olt Nut LASH ADJUSTER
LOCK NUT
11 L a sh A d ju ste r
12 M ounting B ra c k e t SIDE COVER
13 U n iv e rsa l Jo in t CAP SCREW

T -5682

STEERING GEAR TO
FRAME BOLT NUT T-3 3 3 0

Figure 6 —Steering G ear and Connections (Tilt Cab M odel)

is o b tain ed on s p rin g s c a le a t s te e rin g w heel.
3. T ighten a d ju s te r lock nut to 70 to 100 fo o t­
pounds to rq u e.
PITM AN SHAFT LASH ADJUSTMENT
1. C e n te r s te e r in g g e a r by tu rn in g s te e rin g re c o n n e c t d ra g link o r connecting ro d to pitm an
w heel fro m e x tre m e rig h t to e x tre m e le ft p o sitio n s,
counting the exact n u m b e r of tu rn s . T u rn w heel
b ack exactly h alf-w ay , to c e n te r p o sitio n . M ark
w heel at top o r b ottom c e n te r w ith a p ie c e of tap e.
2. L oosen la s h a d ju s te r lock nut and tu rn a d ­
ju s te r sc re w (fig. 4) clo ck w ise to rem o v e a ll back
la s h betw een g e a r te e th . T ighten lock nut to 25-35
fo o t-p o u n d s to rq u e , then ch eck s te e rin g w heel rim
p u ll a s outlin ed p re v io u sly . M e a su re g r e a te s t pull o p e ratio n is noticed, the s te e rin g g e a r m u st be
a s w heel is p u lled th ro u g h c e n te r p o sitio n . R im
p u ll should be 2% to 3% p o u n d s.
3. If rim p u ll is not w ithin sp e c ifie d lim its ,
lo o se n lo ck nut and tu rn la s h a d ju s te r to obtain
p ro p e r w heel r im p u ll.
IM PORTANT: A lw ays check w heel r im pull
a f te r lock nut h as been tightened.
4. On v e h ic le s equipped w ith the 553-D -17
ty p e s te e rin g g e a r, tu rn b ack-up a d ju s te r in (with
w o rm sh a ft on c e n te r position) until it b o tto m s, then
Figure 7—Steering G ear and Shaft
(with Rag-Type Flexib le Coupling)
back off 1 /8 to 1 /4 tu rn . T ighten jam nut to to rq u e
lis te d in "S p ec ifica tio n s" a t end of th is sectio n .
5. A fte r a ll a d ju stm e n ts have been com pleted,
a r m a s d e sc rib e d u n d e r "S teerin g L inkage" la te r
in th is se ctio n .
STEERING GEAR REPLACEMENT
(R efer to F ig u re s 6 and 8)
If the s te e rin g g e a r cannot be p ro p e rly a d ju s t­
ed, o r if during a d ju stm e n t p ro c e d u re s "rough"
rem o v e d fro m the v eh icle and ov erh au led . The
s te e rin g g e a r m u st be rem o v ed fro m the v ehicle
fo r a ll o v erh au l o r r e p a ir p ro c e d u re s .
STEERING GEAR REMOVAL
1. D isconnect ste e rin g linkage fro m pitm an
a rm .
2. S crib e an alig n m en t m a rk on ste e rin g g e a r
w o rm sh aft and clam p yoke o r coupling on s te e rin g
g e a r lo w er o r in te rm e d ia te shaft (fig. 15).

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 9A - 6
MECHANICAL STEERING
Figure 8 —Steering G ear and Linkage
(Cow l and Conventional Cab) (Typical)
3. R em ove b o lt a tta c h in g lo w er o r in te rm e d ­
ia te sh a ft clam p yoke o r coupling to s te e rin g g e a r
w o rm sh a ft (3) (fig. 6).
NOTE: When rem o v in g flex ib le coupling-type
joint (fig. 7), re m o v e the two b o lts and n u ts w hich
s e c u re lo w er clam p p la te to b alan ce of ra g joint
a sse m b ly .
4. R em ove p itm an a r m nut (6, fig. 6) and lock
w a sh e r; th en u sin g p u lle r (J-3186) re m o v e p itm an
a r m (7) (fig. 6).
5. R em ove b o lts, n u ts, and w a s h e rs w hich a t­
ta c h ste e rin g g e a r (4) to fra m e and rem o v e s t e e r ­
ing g e a r.
PITMAN ARM
A clam p bolt re ta in e d p itm an a r m is u se d on
so m e m odels and can be re p la c e d a s follow s:
REMOVAL (Fig. 8)
1. R em ove c o tte r pin fro m connecting lin k nut
a t p itm a n a rm . R em ove nut.
2. E x tra c t connecting lin k b all fro m p itm an
a r m by s trik in g p itm an a r m a t the connecting lin k
b a ll and backing up th e p itm a n a r m w ith a la rg e
heavy h a m m e r of eq u iv alen t tool.
3. R em ove nut fro m p itm an a r m clam p bolt,
th en rem o v e bolt and fla t w a sh e r.
4. Tap the p itm an a r m on the b ack sid e and if
n e c e s s a ry , in s e r t a wedge shaped tool into the
open slo t of p itm an a r m to fa c ilita te re m o v a l.
INSTALLATION
NOTE: When p o sitio n in g the p itm an a r m on
th e s te e rin g g e a r s e c to r sh aft, e x e rc is e caution to
e n s u re th a t th e blin d s e r r a tio n is p ro p e rly alig n ed
b etw een th e p itm an a r m and th e s te e rin g g e a r s e c ­
to r sh a ft and th at the connecting lin k ta p e re d hole
sm a ll se c tio n is to the o u tsid e of the v eh icle.
1. P o sitio n the pitm an a r m on the s e c to r sh aft
and c are fu lly fo rc e the a r m onto the sh aft. If n e c ­
e s s a r y , d riv e a w ed g e-sh ap ed tool into the clam p
b o lt slo t of the p itm an a r m to lightly s p re a d the
clam p b o s s e s .
2. In sta ll the clam p b o lt, fla t w a sh e r, and nut.
T o rque nut to 100 to 110 foot-pounds.
3. In s e rt connecting lin k b all stud into p itm an
a r m and se a t the ta p e r (to p re v e n t b a ll stu d tu r n ­
ing when tightening nut) by tapping lightly w ith a
h a m m e r.
4. In sta ll the connecting link b all stu d nut.
T orque nut to 40 foot-pounds and then continue to
tighten un til c o tte r pin hole is aligned.
5. In sta ll new c o tte r p in.
STEERING GEAR INSTALLATION
(R efer to F ig. 6)
1. P o sitio n ste e rin g w heel in stra ig h t-a h e a d
p o sitio n and s te e rin g g e a r in c e n te r p o sitio n . M ark
on w orm sh aft should be in 12 o’clock p o sitio n on
v e h ic le s equipped w ith the 549-D type ste e rin g
g e a r and in 6 o’clock p o sitio n on v e h ic le s equipped
w ith the 553-D type ste e rin g g e a r.
2. P o sitio n ste e rin g g e a r on fra m e sid e m em ­
b e r , and a t the sa m e tim e slid e the w orm shaft
(3) into th e clam p yoke (2) o r coupling on s te e rin g
lo w e r o r in te rm e d ia te sh a ft.
IMPORTANT: C heck to m ake s u re m atch
m a rk s on lo w er o r in te rm e d ia te sh a ft clam p yoke
o r coupling and s te e rin g g e a r w o rm shaft a r e
aligned.
3. In sta ll b o lts, n u ts, and w a sh e rs which a t­
ta c h s te e rin g g e a r to fra m e . T ighten b o lts to to rq u e
lis te d in "S p ecificatio n s" at end of th is se ctio n .
4. On a ll tilt cab m odels, in s ta ll s p a c e r w a sh e r
(2) betw een ste e rin g g e a r and fra m e at r e a r bolt
lo ca tio n a s shown in fig u re 9.
5. A ttach low er o r in te rm e d ia te sh aft clam p
yoke o r coupling to ste e rin g g e a r w o rm sh aft with
b olt; o r bolt, nut, and w a sh e r. On v e h icle s w ith
ra g -ty p e coupling (joint) a d ju st coupling to m ain ­
ta in dim ension 0.250" to 0.375" a s shown in fig u re
22 b e fo re tightening clam p bolt. T ighten bolt o r
nut to to rq u e lis te d in "S p ecificatio n s" a t end of
th is se c tio n .
6. On a ll v e h icle s p itm an a r m and p itm an
sh a ft have m atching blank s e r r a tio n s w hich m ust
be aligned. W ith p itm an a rm and sh a ft aligned,
p r e s s p itm a n a r m onto sh aft and in s ta ll w a sh e r and
pitm an sh a ft nut. T ighten nut to to rq u e lis te d in
"S p ec ific atio n s" at end of th is sectio n .
STEERING LINKAGE
(R efer to F ig u re 9)
DESCRIPTION
T u rning m otion of s te e rin g w heel is tr a n s m it­
ted through the ste e rin g g e a r (1) and p itm an sh aft
CHEVROLET 40-60 TRUCK SERVICE MANUAL

(3) to the p itm an a r m (5), w hich is connected to the
d ra g lin k (7). D rag link is desig n ed w ith a b a ll joint
a t each end, and is connected to le ft fro n t s te e rin g
a r m (8). S te e rin g c o n tro l of rig h t w heel is ac co m ­
p lis h e d th ro u g h u se of the tie ro d w hich is lo cated
a t r e a r of ax le . T h is tie ro d is connected by m eans
of b a ll s o c k e ts to le ft r e a r s te e rin g a r m and it ex­
ten d s to op p o site sid e of ax le and fa s te n s to rig h t
w heel s te e rin g a r m . S te e rin g linkage although
s im ila r , is not the sam e fo r a ll s e r ie s v e h icle s
c o v e re d in th is m anual.
S te e rin g linkage betw een s te e rin g g e a r and
fro n t w h eels a ffe c ts s te e rin g actio n . If p a r ts a r e
o u t-o f-a d ju stm e n t, bent, dam aged, w orn, o r tw isted ,
p o o r s te e rin g w ill r e s u lt. S te e rin g linkage should
be p ro p e rly ad ju ste d a t a ll tim e s .
NOTE: W henever any s te e rin g linkage com ­
p o n en ts have been r e p a ir e d o r re p la c e d , check
s te e rin g g e o m e try and fro n t end alignm ent a s d e s­
c rib e d in FRONT SUSPENSION (SEC. 3) of th is
m an u al.
STEERING DRAG LINK OR
CONNECTING ROD
(R efer to F ig u re s 8, 9, and 11)
A n o n -a d ju sta b le d rag lin k o r connecting ro d
(fig. 9, Item 7) is u se d to connect the p itm an a rm
to the le ft s te e rin g a r m . No p e rio d ic m aintenance
is re q u ire d o th e r than lu b ric a tio n and keeping stu d
n u ts p ro p e rly to rq u e d . If th e d ra g link o r connect­
1 W orm Shaft A d ju ste r 6 P itm a n Shaft Nut
Lock Nut 7 D rag Link
2 S p acer W asher 8 S teerin g A rm
3 P itm a n Shaft 9 L u b ricatio n F itting
4 F ra m e 10 D rag Link Stud Nut
5 P itm an A rm 11 S teerin g G e ar t-5684
Figure 9 - S te e rin g Linkage (“ T” M odels)
Sec. 9A - 7
MECHANICAL STEERING
ing ro d beco m es w orn o r dam aged, re p la c e the
com plete a sse m b ly a s follow s:
REMOVAL
1. R em ove c o tte r pin at each end of d ra g link
o r connecting rod. D isc a rd c o tte r p in s, and rem o v e
nut (10) fro m b a ll so cket stud.
2. U sing a soft h am m e r, tap each b all stud
u n til d ra g link o r connecting ro d is lo o se . R em ove
d ra g lin k o r connecting ro d fro m veh icle.
INSTALLATION
1. P o sitio n d rag link o r connecting ro d to p it­
m an a r m (5) and ste e rin g a r m (8), then in s ta ll b a ll
stu d nut (10) at each end. T ighten nuts firm ly to fit
ta p e re d stu d s snugly and p re v e n t m ovem ent when
n u ts a r e to rq u ed .
2. U sing a to rq u e w rench, tighten b a ll stud
nuts to 125 to 150 foot-pounds to rq u e , then advance
to next c o tte r pin hole and in s ta ll c o tte r pin to s e ­
c u re stu d nut.
STEERING TIE ROD
(R efer to F ig u re 10)
DESCRIPTION
V ehicles c o v ered in th is m anual have a th re e -
p ie c e tie ro d connecting left and rig h t s te e rin g
a r m s . The tie ro d asse m b ly c o n sists of a tube and
two so ck et end a s s e m b lie s . Socket end a s s e m b lie s
a r e th re a d e d into tube and locked in p la c e w ith
cla m p s. R ight- and le ft-h a n d th re a d s a r e pro v id ed
to fa c ilita te to e -in a d ju stm en t and s te e rin g w heel
ce n te rin g .
The tie ro d ends a r e se lf-a d ju stin g and r e ­
q u ire no atten tio n in s e rv ic e o th e r than p e rio d ic
Figure 1 0 -S te e rin g Tie Rod
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 9A - 8

MECHANICAL STEERING

NOTE: T h re a d s on so ck et end, and in tie ro d

tube m ust be clean and f re e fro m r u s t o r difficulty
in ad ju stin g to e -in w ill be ex p e rie n ced .
2. T h read so cket ends into tie ro d tube and
m ake c e rta in ends a r e th re a d e d in an equal d is ­
ta n ce.
3. P o sitio n so ck et end stu d s into s te e rin g a rm
h o le s, and in s ta ll stud n u ts, tighten nuts to to rq u e
sp e cifie d in "S p ecificatio n s" a t end of th is se ctio n .
In s ta ll new c o tte r p in s, and s p re a d ends. L u b ric a te
so c k et ends. R e fe r to LUBRICATION (SEC. 0) of
th is m anual.

4. A djust to e -in a s d e sc rib e d in "FRONT END

ALIGNMENT" (SEC. 3A) of th is m anual fo r c o r r e c t
d im ension.
5. B efo re tightening tie ro d clam p b o lts, m ake
s u re tie ro d ends a r e in alig n m en t w ith each o th e r.
P o sitio n clam p s so th at clam p bolt opening is in
lin e w ith slo t in tie ro d tu b e. Clam p w ill be d iffi­
cult to tighten su fficien tly to lock so ck e t end in
p la c e , if not p ro p e rly p o sitio n ed on tie rod.
Figure 11 —Steering Connecting Link A ssem bly
NOTE: A LL STEERING COMPONENT AT­
lu b ric a tio n and in sp ectio n to se e th a t b a ll stu d s TACHMENTS ARE IM PORTANT ATTACHING
a r e tig h t. Socket ends should be re p la c e d when PARTS IN THAT THEY COULD A F F E C T THE
e x c e ssiv e up and down m otion o r any lo s t m otion PERFORM ANCE O F VITAL COMPONENTS AND
o r end play a t b a ll end of stu d e x is ts . SYSTEMS, AND/OR COULD RESULT IN MAJOR
R EPA IR EXPENSE. THEY MUST BE REPLA CED
MAINTENANCE WITH PARTS O F THE SAME PART NUMBERS OR
1. C lam p bo lt nuts should be p e rio d ic a lly WITH EQUIVALENT PARTS IF REPLACEM ENT
checked fo r tig h tn e s s . BECOMES NECESSARY. DO NOT USE R E PL A C E ­
2. In sp ect tie ro d fo r ben t condition. If tie ro d MENT PARTS O F LESSER QUALITY OR SUBSTI­
is bent m o re than 5 d e g re e s , re p la c e a sse m b ly . If TU TE DESIGN. TORQUE VALUES MUST BE USED
tie ro d is b ent le s s than 5 d e g re e s , tie ro d m ay be AS SPEC IFIED DURING REASSEMBLY TO ASSURE
stra ig h te n e d u sin g cold s tra ig h te n in g m ethod. PR O PE R RETENTION O F THESE PARTS.
3. L u b ric a te tie ro d en d s. R e fe r to LUBRI­
CATION (SEC. 0) of th is m anual. PITMAN SHAFT SEAL REPLACEMENT
TIE ROD REPLA CEM EN T (GEAR IN VEHICLE)
(R efer to F ig u re 12)
R em oval
1. R em ove c o tte r p in s and stu d nuts attach in g If, upon in sp ectio n of the g e a r, it is found th at
tie ro d to rig h t o r le ft s te e rin g a rm . oil leakage e x ists at the p itm an sh aft s e a ls , the
2. R em ove b a ll stu d fro m s te e rin g a r m by s e a ls may often be re p la c e d w ithout rem oving the
p o sitio n in g a jack u n d e r a r m and applying light g e a r a sse m b ly fro m the vehicle a s follow s:
liftin g fo rc e , w hile tapping on so ck et end w ith a
h a m m e r. A heavy h a m m e r a s a backing a t the 1. R em ove p itm an nut and d isconnect pitm an
s te e rin g a r m m ay be u se d a s an a lte rn a te m ethod, a r m fro m p itm a n sh aft using P u lle r ( J - 6632).
if d e s ire d . P u sh dow nw ard, on tie ro d to rem o v e
fro m ste e rin g a rm . CAUTIO N : DO NOT hammer on the
end of Pu ller Tool (J-6632).
NOTE: If tie ro d end a s s e m b lie s a r e dam aged
in any w ay, they m ust be re p la c e d .
2. T horoughly clean end of pitm an sh aft and
In sta lla tio n g e a r housing, then tape sp lin e s on end of pitm an
1. If tie ro d w as d ism a n tle d , p o sitio n clam p s to e n su re th a t s e a ls w ill not be cut by sp lin e s d u r­
on ends of ro d . ing a sse m b ly .

CHEVROLET 40-60 TRUCK SERVICE MANUAL


NOTE: Only one la y e r of tap e should be used;
an e x c e ssiv e am ount of tap e w ill not allow the s e a ls
to p a s s o v e r it, due to the c lo se to le ra n c e betw een
th e s e a ls and th e p itm a n sh aft.
3. R em ove p itm a n sh aft se a l re ta in in g rin g w ith
Snap R ing P lie r s (J-4245).
4. S ta rt engine and tu rn s te e rin g w heel fully to
th e le ft so th a t oil p r e s s u r e in the housing can fo rc e
out p itm an sh a ft s e a ls . Stop engine im m ed ia tely .
NOTE: U se su ita b le co n ta in e r to catch oil
fo rc e d out of g e a r. T h is m ethod of rem oving the
p itm a n sh a ft s e a ls is reco m m en d ed , a s it e lim in ­
a te s th e p o s s ib ility of sc o rin g th e housing w hile
a tte m p tin g to p ry s e a ls out. If p r e s s u r e of oil does
not re m o v e s e a ls , it w ill be n e c e s s a ry to rem o v e
th e g e a r a sse m b ly fro m veh icle and rem o v e the
s e a ls a s explained p re v io u sly .
5. In sp e c t s e a ls fo r dam age to ru b b e r c o v e r­
ing on O.D. If O.D. a p p e a rs s c o re d , in sp e c t hous­
ing fo r b u r r s and re m o v e b e fo re attem pting new
s e a l in sta lla tio n .
6. C lean th e end of housing thoroughly so that
d ir t w ill not e n te r housing w ith th e in sta lla tio n of
the new s e a ls .
7. L u b ric a te th e s e a ls thoroughly w ith S teerin g
F lu id to in s ta ll s e a ls w ith I n s ta lle r (J-6219). In­
s ta ll the in n e r sin g le lip s e a l f ir s t , then a back-up
w a s h e r. D riv e s e a l in f a r enough to p ro v id e c le a r ­
an ce fo r th e o u te r s e a l, b ack -u p w a sh e r and r e ­
tain in g rin g . M ake s u r e th a t th e in n e r s e a l does not
b o tto m on the c o u n te rb o re . In s ta ll the o u te r double
lip s e a l and the se co n d b ack -u p w a sh e r in only fa r
enough to p ro v id e c le a ra n c e fo r the re ta in in g rin g .
In s ta ll re ta in in g rin g .
8. F ill pum p r e s e r v o i r to p ro p e r le v e l. S ta rt
engine and allow engine to id le fo r a t le a s t th re e
STEERING WHEEL AND STEERING COLUMN
DESCRIPTION
(R efer to F ig u re s 14, 17, 18, 19, and 24)
S te e rin g colum n on m odels co v ered in th is
m anual m ay be e ith e r o n e -p ie c e o r tw o -p iec e con­
s tru c tio n depending upon type of m odel it is u sed
on. U n iv e rsa l type jo in ts a r e u sed on m odels w here
s tr a ig h t s te e rin g sh a fts a r e not su ita b le (fig. 24).
S hafts a r e clam p fa ste n e d to s te e rin g w o rm shaft
a t s te e rin g g e a r a s s e m b ly . Colum n is s e c u re d to
d a sh and cowl by b ra c k e ts and fa ste n e d w ith b o lts
and n u ts. B a ll-ty p e b e a rin g s a r e u sed in ste e rin g
colum n u p p er and lo w e r en d s. S teerin g w heel u sed
on conventional and til t cab s e r ie s is a th re e -s p o k e
ty p e, w hile th e tw o -sp o k e type is u se d on cowl
m o d els. S te e rin g w heel is a ta p e re d sp lin ed fit on
s te e r in g sh aft, and it h o u ses the h o rn sw itch a s ­
se m b ly . It is re ta in e d by a w a sh e r and lock nut.
Sec. 9A - 9
M ECHANICAL STEERING
Figure 12—Installing Pitman Shaft Seals Using Tool J-6 2 19
m in u tes w ithout tu rn in g s te e rin g w heel. T u rn w heel
to le ft and check fo r le a k s.
9. R em ove tap e and reco n n ect p itm a n a rm .
NOTE: THE PITMAN ARM TO STEERING
GEAR NUT IS AN IMPORTANT ATTACHING PART
IN THAT IT COULD A F F E C T THE PER FO R M ­
ANCE O F VITAL COMPONENTS AND SYSTEMS,
AND/OR COULD RESULT IN MAJOR REPAIR EX­
PE N SE. IT MUST BE REPLACED WITH ONE OF
THE SAME PA RT NUMBER OR WITH AN EQUIV­
ALENT PA RT IF REPLA CEM ENT BECOMES NEC­
ESSARY. DO NOT USE A REPLA CEM EN T PA RT
O F LESSER QUALITY OR SUBSTITUTE DESIGN.
TORQUE VALUES MUST BE USED AS SPEC IFIED
DURING REASSEMBLY TO ASSURE PR O PE R R E­
TENTION O F THIS PA R T.
S te erin g sh aft h as an alignm ent m a rk stam p ed on
its end, and w heel should be in sta lle d w ith the c u t­
out p o rtio n of ho rn co n tact c e n te re d w ith m a rk on
sh aft a s shown in fig u re 20.
T u rn sig n a ls and h a z a rd w arning sw itch a r e
lo c a te d in u p p er s te e rin g colum n housing.
MULTIPLE WIRE CONNECTORS
DISASSEMBLY
On a ll m o dels, to rem ove h a rn e s s fro m s t e e r ­
ing colum n it w ill be n e c e s s a ry to re m o v e m u ltiple
co n n ecto r a t end of h a r n e s s . Tool (J-21091) m ay b e
u se d on tw in- lo c k -ty p e co n n ecto r. If not av a ila b le,
two sm a ll thin s c r e w d r iv e rs m ay be in s e rte d a t
each sid e of co n n ecto r to re lie v e ten sio n on lock
ta b s . Thin s c re w d r iv e r m ay also be u se d on b lad e -
type connector to ac c o m p lish rem o v al of te rm in a l.
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 9A - 10
MECHANICAL STEERING
Figure 13—Steering W heel Rem oval (Typical)
NOTE: B e fo re rem o v in g w ire s fro m co n n ecto r,
w ire s should be tagged, and n u m b ered in re la tio n
to the holes in w hich they a r e to be r e - in s e r te d in
co n n e c to r. If doubt e x is ts a s to p ro p e r lo catio n of
w ire s in co n n ecto r, s e e a p p ro p ria te W iring D ia­
g ra m s booklet.
STEERING WHEEL REPLACEMENT
(R efer to F ig u re 14)
REMOVAL
1. D isconnect d ire c tio n a l sig n al sw itch h a r ­
n e s s fro m c h a s s is w irin g h a rn e s s c o n n ecto r.
2. Set fro n t w h eels in s tra ig h t-a h e a d p o sitio n;
then p ry h o rn button cap (14) and r e ta in e r (15)
fro m ste e rin g w heel.
3. R em ove s te e rin g w heel locking nut (13) and
w a sh e r (12).
4. R em ove th re e s c re w s which a tta c h th e horn
r e c e iv e r cup to allow a c c e s s to p u lle r h o les in
s te e rin g w heel ( r e f e r to fig. 20).
5. U sing P u lle r (J-2 9 2 7 -0 1 ), rem o v e s te e rin g
w heel (fig. 13). It m ay be n e c e s s a ry to tap on bolt
head of tool w ith a h a m m e r a s it is tu rn e d down to
lo o sen a tig h t s te e rin g w heel.
INSTALLATION
NOTE: F ro n t w heels m u st be in stra ig h t-a h e a d
p o sitio n and d ire c tio n a l sig n a l c o n tro l a sse m b ly
m ust be in n e u tra l p o sitio n when in sta llin g s t e e r ­
ing w heel.
1. In sta ll th re e s c re w s w hich attac h horn r e ­
c e iv e r cup.
2. On v eh icles equipped w ith a tw o-spoke
ste e rin g w heel, p o sitio n w heel on ste e rin g shaft
w ith spokes of w heel in a h o riz o n tal p o sition.
3. On v eh icle s equipped w ith a th re e -sp o k e
w heel, positio n w heel on sh a ft w ith low er spoke of
ste e rin g w heel in v e rtic a l p o sitio n .
4. L ine up c u t-o u t p o rtio n of horn re c e iv e r
cup w ith m a rk on ste e rin g sh aft a s shown in fig u re
20 .
5. Tap ste e rin g w heel gently into p la ce .
6. In sta ll sp e c ia l fla t w a sh e r and locking nut
on ste e rin g sh a ft. T ighten nut to to rq u e lis te d in
"S p ecificatio n s" a t end of th is se c tio n .
7. In sta ll r e ta in e r and ho rn button cap and
connect d ire c tio n a l sig n a l w iring h a rn e s s to c h a s s is
w irin g h a rn e s s con n ecto r.
STEERING COLUMN AND SHAFT
(CAB AND COW L MODELS)
REMOVAL (R efer to F ig s. 18 and 19)
NOTE: A o n e -p ie c e ste e rin g sh aft is u se d on
a ll cab m odels (fig. 18) and a tw o -p iec e sh aft is
u se d on a ll cowl m odels (fig. 19).
1. D isconnect d ire c tio n a l sig n al, horn, and
h a z a rd w arning fla s h e r lighting c o n n ecto r.
2. R em ove s te e rin g w heel a s d e sc rib e d un d er
"S teerin g W heel R ep lacem en t" p re v io u sly .
3. M ark clam p yoke (19, fig. 19) o r coupling
and ste e rin g g e a r w orm sh aft (20) to e n su re in ­
sta lla tio n in the sam e re la tiv e p o sitio n (fig. 15).
4. R em ove bolt attaching clam p yoke o r coup­
ling on s te e rin g sh aft to ste e rin g g e a r w o rm shaft.
5. If u sed , re m o v e cap s c re w s w hich atta ch
tr a i l e r b ra k e hand co n tro l to ste e rin g colum n and
rem o v e attach in g clam p.
6. R em ove s c re w s w hich a tta c h ste e rin g c o l­
um n s e a l r e ta in e r and se a l (2) to cab flo o r.
7. R em ove b o lts w hich a tta c h U -clam p to
u n d e r edge of dash su p p o rt (fig. 21), then pull
flex ib le coupling f re e of ste e rin g g e a r w orm sh aft.
R em ove colum n and sh aft a sse m b ly fro m in sid e the
cab.
NOTE: On v e h icle s equipped w ith the one-
p ie c e s te e rin g sh aft, the dash su p p o rt b ra c e (4)
m u st be rem o v ed to gain su fficie n t c le a ra n c e to
re m o v e s te e rin g sh aft and coupling.
8. L ift clam p yoke o r coupling off ste e rin g
g e a r w orm shaft, then tw ist and tu rn sh a ft a s s e m ­
bly a s re q u ire d to rem ove fro m v eh icle.
DISASSEMBLY OF STEERING
COLUMN AND SHAFT
1. R em ove s c re w s attach in g d ire c tio n a l signal
co n tro l le v e r to co n tro l sw itch a sse m b ly and r e ­
m ove le v e r (1, fig. 16).
CHEVROLET 40-60 TRUCK SERVICE MANUAL

NOTE: It is n e c e s s a ry to rem o v e m ultiple w ire
c o n n e c to r a t end of h a r n e s s b e fo re d ire c tio n a l
sw itc h can be rem o v ed . See "M ultiple W ire Con­
n e c to r s " a s d e sc rib e d p re v io u sly in th is se ctio n .
2. R em ove th re e s c re w s (7, fig. 16) w hich a t­
ta c h d ire c tio n a l sig n al c o n tro l sw itch a sse m b ly (2)
to c o n tro l housing (8). R em ove sw itch and h a rn e s s
(3) fro m housing.
3. T w ist d ire c tio n a l c o n tro l housing (8, fig. 16)
co u n te rc lo c k w ise and re m o v e fro m ste e rin g colum n
4. P u ll s te e rin g sh aft (fig. 19) (7) fro m s t e e r ­
ing colum n (5), and p ry lo w er b e a rin g (11) fro m
tu b e, if b e a rin g is w orn o r d efectiv e. R e fe r to fig ­
u r e 18 fo r conventional cab m o d els.
5. R em ove b e a rin g in n e r s e a l (12), sp rin g se a t
(13), sp rin g (14) and o u te r s e a l a sse m b ly (15). R e ­
m ove stop clam p (16) and bo lt, if d e s ire d .
6. R e fe rrin g to fig u re 17, on v e h ic les w ith
tw o -p ie c e sh a ft, rem o v e snap rin g s (2) fro m in sid e
of u n iv e rs a l jo in t. Tap yoke sid ew ay s to dislodge
b ushing (1) of adjoining yoke, re p e a t o p e ra tio n until
a ll bu sh in g s a r e re m o v ed . R em ove c o rk s e a ls (3)
fro m jo u rn a l and d is c a rd .
7. R e fe rrin g to fig u re 17, to rem o v e slip yoke
(6) fro m lo w er sh a ft a sse m b ly (9), bend ta b s of
d u st cap (8) away fro m r e ta in e r groo v e. P u ll shaft
(9), fe lt se a l (7), and w a sh e r (5) fro m yoke sle e v e
( 6).
MULTIPLE
C O N N EC TO R
UPPER STEERING
SHAFT A N D JA C K ET
1 D ire c tio n a l Housing 7 C am A ssem bly
2 Switch S upport 8 Spring
3 U pper B e a rin g 9 E yelet
4 Snap Ring 10 In su la to r
5 D ire c tio n and H azard Switch 11 W heel A ssem bly
6 S crew 12 W ash er
Figure 14—Steering W h eel, Hazard W a rning , and Directional Signal Components
Sec. 9A - 11
MECHANICAL STEERING
CLEANING. INSPECTION. AND REPAIR
O F COLUMN AND SHAFT (ALL MODELS)
In sp ect s te e rin g colum n b e a rin g s fo r rough
sp o ts o r lo o se w orn condition, if b e a rin g show s
s lig h te st indication of d e te rio ra tio n , it should be
re p la c e d . In sp ec t a ll w iring, connections, and d i­
re c tio n a l co n tro l sw itch a sse m b ly fo r b a re sp o ts,
lo o se connections, o r g e n e ra l d e te rio ra tio n . D ire c ­
tional sw itch is s e rv ic e d a s an a sse m b ly , com plete
w ith w iring h a rn e s s . Sw itch should o p e ra te sm oothly
and be fre e fro m binding condition. C heck horn
co n tact b ru sh s u rfa c e , and in sp e c t co ntact p lu n g er
fo r fre e d o m of action and binding condition. U pper
colum n b e a rin g horn contact s u rfa c e should not be
w orn e x ce ssiv e ly o r have deep g ro o v es cut in it.
C lean a ll u n iv e rsa l joint p a r ts in a su ita b le
so lv en t. In sp e c t b e a rin g bushings fo r galling, w hich
is evidenced by p ittin g o r deep rid g e s in b o re s .
In sp e c t jo u rn a l b e a rin g s u rfa c e s fo r g alled sp o ts.
Check am ount of jo u rn a l and bushing c le a ra n c e , if
it is e x c e ssiv e , re p la c e joint o r c o r r e c t s te e rin g
ad ju stm e n t w ill be difficult to obtain. If any of the
above conditions e x ist, p a r ts should be re p la c e d .
Jo u rn a l and bushing a sse m b ly should be re p la c e d
a s a co m p lete unit only. If only badly w orn p a r ts of
a unit a r e re p la c e d , p re m a tu re re p la c e m e n t of r e ­
m aining p a r ts w ill be n e c e s s a ry la te r .
A ll m ounting b ra c k e ts and com ponents should
13 Nut
14 H orn Button
15 R e ta in e r Ring
16 Screw
17 Knob
18 L ever t-8084
CHEVROLET 40-40 TRUCK SERVICE MANUAL
Sec. 9A-12
MECHANICAL STEERING

BOOT
CLAMP

SLIP YO KE

LUBRICATION
FITTING

CLAM P YO KE

W ORM SHAFT

ALIGNM ENT
MARKS

STEERING GEA R

PITMAN
ARM
1 D ire ctio n a l L e v e r 8 D ire c tio n a l H ousing
2 D ire c tio n a l Switch 9 S te erin g W heel
3 H a rn e ss 10 S teerin g Shaft Lock
4 Screw Nut
5 H azard W arning Switch 11 U pper S teerin g Shaft
6 U pper B e arin g 12 C anceling C am
7 Sw itch R e ta in e r Screw T-5686

Figure 16—Upper Steering Column

(Cow l and Conventional Cab) (Typical)

DRAG LINK

ing colum n tube (5). In sta ll d ire c tio n a l sig n al ho u s­

Figure 15—Steering Gear and Lower Shaft Installed
b e checked fo r c ra c k s and b re a k s , r e p a ir o r s e c u re
new p a r ts a s n e c e s s a ry . A ll dust caps of ru b b e r
o r s im ila r c o n stru c tio n should be re p la c e d w ith
new , if s lig h te s t evidence of dam age is p re s e n t.
In s ta ll a ll new s e a ls w hen a sse m b lin g s te e rin g
s y s te m .
ASSEMBLY O F COLUMN AND SHAFT
Key n u m b e rs in tex t r e f e r to fig u re 19, except
w h ere o th e rw ise noted.
1. P r e s s b e a rin g (11) into lo w er end of s t e e r ­
ing (6) at u p p e r end of colum n by tu rn in g unit
clockw ise to lock it in p la ce in u p p er jac k et.
NOTE: It is n e c e s s a ry to i n s e r t w irin g h a rn e s s
th ro u g h opening in b a se of u p p er colum n jack et
b e fo re locking sw itch and d ire c tio n a l housing, to
colum n w ith the th re e attach in g s c re w s . See "M ult­
ip le W ire C o n n ecto rs" of th is se c tio n fo r connector
in sta lla tio n .
2. R e fe rrin g to fig u re 16, in s ta ll d ire c tio n a l
and h a z a rd w arning co n tro l sw itch and h a rn e s s (2
and 3) in housing (8) using th e th re e r e ta in e r s c re w s
(7). T ighten s c re w s se c u re ly . In sta ll h a z a rd w a rn ­
ing sw itch (5) to housing. In sp e ct w irin g h a rn e ss
(3) and m ake c e rta in it is not pinched and is p ro p ­
e rly po sitio n ed . In sta ll d ire c tio n a l c o n tro l le v e r (1)

CHEVROLET 40-60 TRUCK SERVICE MANUAL


1 Tube Yoke Bushings
2 Snap R ings
3 C o rk W a sh e rs
4 Tube Yoke C e n te r C ro s s
5 W ash er
6 Yoke, Tube, & Sleeve A ssy.
7 F e lt W asher
8 D ust Cap
9 Yoke Shaft
Figure 17—Interm ediate Shaft (TypicalI
to b ra c k e t on c o n tro l sw itch . On colum ns using
c lip s , s e c u re h a rn e s s to c lip s.
3. On v e h ic le s u sin g tw o -p iece s te e rin g c o l­
um n, a s s e m b le c e n te r u n iv e rs a l joint (17), b u sh ­
in g s, and s e a ls to y okes, and jo u rn a l using new
r e p a i r k it. L u b ric a te joint when a sse m b le d .
4. If lo w er u n iv e rs a l jo in t w as d isa sse m b le d ,
a s s e m b le jo in t a s d e s c rib e d in Step 3 above.
5. R e fe rrin g to fig u re 17, in s ta ll tabbed dust
cap (8), w a sh e r (5), and fe lt s e a l (7) on low er
sp lin ed sh a ft, and jo in t a sse m b ly . L u b ric a te and
in s e r t sp lin ed end of sh a ft (9) into in te rm e d ia te
s lip yoke a sse m b ly (6). C rim p ends of du st cap
ta b s into groove a t end of slip yoke.
6. Slide stop clam p and bo lt (16, fig. 19), o u te r
s e a l (15), sp rin g (14), sp rin g s e a t (13), and in n e r
s e a l (12) on u p p e r s te e rin g sh a ft, a n d in th a t o rd e r.
In sta ll flo o r colum n s e a l (2) on s te e rin g sh aft o r
colum n b e fo re a ss e m b lin g sh aft to s te e rin g colum n.
7. I n s e r t sin g le o r tw o -p ie c e sh aft through
lo w e r b e a rin g (11), and p u sh upw ard th rough u p p er
b e a rin g u n til sh a ft (7) extends p a s t top of m ast
ja c k e t.
8. R e fe rrin g to fig u re 20, in s e r t horn contact
c a r tr id g e a sse m b ly (7) into hole in s te e rin g w heel
hub. In su la to r and b ru s h should extend p a s t the
u n d e rs id e of hub when fully p o sitio n ed a s shown.
9. R e fe rrin g to fig u re 20, in s ta ll d iaphragm
type s p rin g (9) r e c e iv e r cup (4) and p la s tic bushing
s p a c e r (3) into opening at top s id e of s te e rin g w heel
hub. S e c u re a ll p a r ts w ith th re e s c re w s (2) and
Sec. 9A-13
MECHANICAL STEERING
11
10 C ork W a sh ers
11 Yoke Shaft Bushings
12 Snap R ings
13 Lube F ittin g
14 Yoke Shaft C en te r C ro ss
15 Clam p Yoke t-5761
to rq u e to 20-30 in ch -p o u n d s. At u n d e r-s id e of hub,
check m ovem ent of horn co ntact b ru s h (8); it should
be u n d er sp rin g te n sio n and be fre e fro m binding
condition. P la c e can celin g cam o v e r b ru sh , and
align h oles in cam w ith two tapped holes in hub.
S ec u re cam to hub w ith two sc re w s and tighten
s e c u re ly .
INSTALLATION
1. P o sitio n s te e rin g sh aft and coupling, o r
u p p e r and lo w er colum n a sse m b ly of two sec tio n
u n its in v eh icle. P la c e yoke clam p (19, fig. 19), o r
coupling clam p, on ste e rin g g e a r w o rm sh aft (20),
w ith m atch m a rk s aligned.
2. In sta ll coupling bolt and to rq u e to 25-35
foot-pounds on "C " M odels, and 30-40 foot-pounds
on cowl m o dels.
3. L o o sely , in sta ll m a st ja ck e t U -clam p at
u n d e r-e d g e of d ash su p p o rt, being c a re fu l to in s e r t
tang on U -clam p into elongated slo t of m ast jack et
(re fe r to fig. 21).
4. A djust lo w er flex ib le coupling (fig. 22) to
m ain tain dim ension of 0.250" to 0.375". W hile hold­
ing th is dim ension, to rq u e U -clam p b o lts to 15 to
20 foot-pounds.
5. R a ise colum n into p o sitio n and lo o sely in ­
s ta ll a ll b ra c k e ts , and b o lts o r clam p s (4, fig. 19)
a s they w e re p re v io u s to re m o v a l. P o sitio n flo o r
s e a l (2) in p la c e at cowl o r f l o o r .
IMPORTANT: To p re v e n t ax ial bind, a ll s t e e r ­
ing colum n attach in g b ra c k e ts , o r su p p o rts should
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 9A-14
MECHANICAL STEERING
Figure 18—Steering Column M ast Jacket Com ponents (Conventional Cab)
b e tig h ten ed f i r s t w h e re they fa ste n to cab. T ighten
s te e rin g sh aft coupling, o r yoke clam p a t s te e rin g
g e a r w o rm sh a ft, b e fo re tightening cla m p s w hich
ac tu a lly s e c u re th e colum n to m ounting b ra c k e ts .
6. In s ta ll s c re w s w hich a tta c h s te e rin g c o l­
um n flo o r s e a l and r e ta in e r to flo o r o r cowl (fig.
2 1 ).
7. T ighten a ll the s te e rin g colum n attach in g
c la m p s, b o lts, and n u ts in the se c u e n c e ju st d e s ­
c rib e d . T ighten a ll clam p s to th e to rq u e lis te d in
"S p ec ific a tio n s" a t end of th is se c tio n .
8. In s ta ll s te e rin g w heel to s te e rin g sh aft (7,
fig. 19) u sin g c a r e to alig n m a rk on sh aft end, w ith
c e n te r of cutout p o rtio n of h orn r e c e iv e r cup a s
shown in fig u re 20. Tap w neel on sh aft and in s ta ll
w a sh e r and lock nut (8). T o rq u e nut to 35-45 fo o t­
pounds. P r e s s h o rn button into p la c e in w heel hub.
9. At lo w er end of s te e rin g colum n (fig. 19)
p o sitio n in n e r s e a l (12), sp rin g s e a t (13), sp rin g
(14), o u te r colum n s e a l (15), and stop clam p bolt
and nut (16) a g a in st lo w er colum n b e a rin g (11).
In s ta ll w ith in n e r s e a l in s e rte d in lo w er b e a rin g
r e c e s s . A djust stop clam p so th at 0.005" m inim um
to 0.030" m axim um a x ia l sh aft end play m ovem ent
e x is ts . T h is c le a ra n c e m u st be m ain tain ed to p r e ­
vent binding of b e a rin g s o r s te e rin g w neel chuck­
ing condition (fig. 3).
10. C onnect the d ire c tio n a l sig n al and h a z a rd
w arning w irin g co n n ecto r to m ultiple connection
u n d e r dash.
11. S ecu re t r a i l e r hand b ra k e co n tro l to c o l­
um n if p re v io u sly rem o v ed .
12. T e s t actio n of s te e rin g w heel fo r bind,
lo o se n e s s , o r chucking, and m ake a d ju stm e n ts,
if n e c e s s a r y . C heck tu rn lig h ts, h a z a rd w arning,
and ho rn o p e ra tio n . In sp e c t a ll com ponents fo r
lo o se b o lts and tig h ten if n e c e s s a ry .
IMPORTANT: On o c casio n , a sc ra p in g o r ru b ­
bing n o ise in th e s te e rin g w heel (Conv. C ab M odels)
m ay be in c o rre c tly diagnosed a s rough m a st jack et
b e a rin g s . L u b ricatio n of the ru b b e r s e a l a t low er
end of the ste e rin g colum n m a st ja c k e t w ill u su ally
c o r r e c t th is condition.
STEERING COLUMN AND SHAFT
ASSEMBLY (TILT C a B MODEL)
A new u p p er s te e rin g colum n c r o s s sec tio n
(fig. 23) is in c o rp o ra te d fo r tilt cab m odels and
h o u ses the h a z a rd w arning sw itch in ste a d of being
dash m ounted. The u p p e r sh aft and colum n a s s e m ­
bly can be s e rv ic e d a s follow s:
REMOVAL O F COLUMN AND SHAFT
NOTE: Key n u m b ers in follow ing tex t r e f e r to
fig u re 24, except a s o th e rw ise noted:
1. R em ove ste e rin g w heel a s d e sc rib e d p r e ­
viously in th is se c tio n u n d e r "S teerin g W heel R e­
p la c e m e n t."
2. D isconnect all w irin g fro m s te e rin g colum n
u n d er dash.
3. M ark clam p yoke (22) and s te e rin g g e a r
w o rm sh aft (23) so they can be in s ta lle d (fig. 15)
in sa m e re la tiv e p o sitio n , lo o sen , and rem o v e clam p
bolt and nut.
4. R em ove t r a i l e r hand b ra k e c o n tro l valve
(if u s e d ), fro m s te e rin g colum n.
5. R em ove s te e rin g colum n s e a l (19) and r e ­
ta in e r (20) fro m cab flo o r.
6. R em ove a ll b o lts attaching s te e rin g colum n
clam p s (7) to su p p o rts and b r a c e s . R em ove s t e e r ­
ing colum n and shaft a sse m b ly .
DISASSEMBLY O F COLUMN AND SHAFT
NOTE: Key n u m b ers in te x t r e f e r to fig u re 24,
except a s o th e rw ise noted.
1. P u ll u p p er ste e rin g sh aft (1) fro m ste e rin g
colum n (6).
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 9A-15

MECHANICAL STEERING

1 N otch in R e c e iv e r Cup 6 S te erin g W heel Hub

2 R e ta in e r S crew 7 H orn C ontact
3 B ushing S p acer C a rtrid g e
4 R e c e iv e r Cup 8 C ontact B ru sh
5 A lignm ent M ark 9 B e llv ille Spring
T-5799

Figure 2 0 —Horn A ssem bly Com ponents

(Cowl and Conventional Cab)

1 Cowl B ra c k e t 11 L ow er B e a rin g
w ire connector a t end of h a rn e ss be fo re d ire c tio n a l
2 F lo o r Seal 12 In n er Seal
sw itch can be rem o v ed . See "M ultiple W ire Con­
3 D ash B ra c k e t 13 S pring Seat
n e c to r s ” a s d e sc rib e d p rev io u sly in th is se c tio n .
4 C olum n C lam p 14 S pring
3. R em ove th r e e sc re w s w hich re ta in d ir e c ­
5 S te e rin g Colum n 15 O u ter Seal
tio n al sig n a l sw itch to housing. R em ove d ire c tio n a l
6 D ire c tio n a l Sw itch 16 Stop C lam p
sw itch, h a z a rd w arning, and h a rn e s s .
H ousing 17 C e n te r U n iv e rsal
4. R em ove d ire c tio n a l sw itch housing (4) fro m
7 U pper S te e rin g Shaft Jo in t
colum n by tu rn in g co u n terclo ck w ise to unlock fro m
8 S te e rin g W heel Lock 18 Slip Yoke
ta b s.
Nut 19 L ow er Shaft C lam p
5. P u ll, o r p ry lo w er b e a rin g (8) fro m ste e rin g
9 L o w er C olum n C lam p 20 W orm Shaft
colum n, if dam aged o r defective.
10 S te e rin g Shaft T-5796
6. R em ove in n e r se a l (10), sp rin g se a t (11),
sp rin g (12), o u te r se a l a ssem b ly (13), and stop
Figure 19—Steering Column and Shaft (C ow l M odelI clam p (14) fro m u p p e r ste e rin g sh aft.
7. R e fe r to fig u re 17 to s e p a ra te u p p er and
2. R e fe rrin g to fig u re 16, rem o v e d ire c tio n a l lo w er ste e rin g sh a fts a t joint (15) (fig. 2 4 ).Rem ove
c o n tro l le v e r fro m c o n tro l sw itch. two snap rin g s (2) (fig. 17), and tap yoke sidew ays to
NOTE: It is n e c e s s a ry to rem o v e m ultiple dislodge bushings (1) of adjoining yoke; re p e a t

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 9A-16

MECHANICAL STEERING

1 S teerin g Wheel 10 D irectio n al & H azard

2 Screw W arning Switch
3 Screw In su la to r A ssem bly
4 Nut 11 S teering Shaft
5 W asher 12 D irectio n al Switch
Figure 21 —Steering Column M ounting 6 H orn Button Housing
(Cowl and Conventional Cab) (Typical) R e ta in e r Cup 13 Upper B earin g
7 B elle v ille Spring 14 Spacer
o p e ratio n u n til a ll b u sh in g s a r e rem o v ed . R em ove 8 C anceling C am Screw 15 H orn C ontact
9 C anceling Cam T-7082
c o rk s e a ls (3) fro m jo u rn a l (4) and d isc a rd .
8. To rem o v e s lip yoke (16) (fig. 24) fro m
lo w er sh a ft a sse m b ly (18), bend ta b s of dust cap
(17) away fro m r e ta in e r groo v e. P u ll sh a ft, fe lt
s e a l, and w a sh e r, fro m yoke sle e v e . Slide co m ­ Figure 2 3 —U pper Steering Column
ponents fro m sh aft, and d is c a rd s e a l. Cross Section (Tilt Cab) (Typical)
9. If d isa sse m b ly of lo w e r clam p yoke to sh aft
is d e sire d , p ro c e e d a s d e s c rib e d in Step 7 above. IM PORTANT ATTACHING PARTS IN THAT THEY
COULD A F F E C T THE PERFORM ANCE O F VITAL
INSPECTION O F COLUMN AND SHAFT COMPONENTS AND SYSTEMS, AND/OR COULD
In sp ect s te e rin g colum n com ponents and r e ­ RESULT IN MAJOR REPAIR EXPENSE. THEY
p la c e , o r r e p a ir , a s d e s c rib e d p re v io u sly in "In­ MUST BE REPLACED WITH PARTS O F THE
sp e c tio n ” of th is se c tio n . SAME PART NUMBERS OR WITH EQUIVALENT
NOTE: ALL STEERING ATTACHMENTS, ARE PARTS IF REPLA CEM EN T BECOMES NECES­
SARY. DO NOT USE REPLA CEM EN T PARTS OF
LESSER QUALITY OR SUBSTITUTE DESIGN.
TORQUE VALUES MUST BE USED AS SPECIFIED
DURING REASSEMBLY TO ASSURE PR O PER R E ­
TENTION O F THESE PARTS.

ASSEMBLY O F COLUMN AND SHAFT

This dimension must be held to prevent d is­ NOTE: R e fer to fig u re 24 fo r key n u m b ers
tortion of flexible coupling with resultant bind u n le ss o th erw ise ind icated .
and harshness. t-6476 1. P r e s s b e a rin g (8) into lo w er end of u pper
s te e rin g colum n tube (6)*
2. In sta ll d ire c tio n a l signal housing (4) at
Figure 2 2 —Reg-Type Flexib le Coupling u p p e r end of colum n by tu rn in g it clockw ise to lock
Adjustm ent (Conventional Cab) it in p la c e in u p p er ja c k et.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 9A-17
MECHANICAL STEERING

NOTE: It is n e c e s s a ry to in s e r t w iring h a rn e s s
th ro u g h opening in b a se of u p p er colum n b e fo re
locking d ire c tio n a l and h a z a rd w arning sw itch
h a r n e s s to colum n w ith the th re e attach ing sc re w s .
See ’’M ultiple W iring C o n n e c to rs’’ of th is sec tio n
fo r co n n ecto r in s ta lla tio n .
3. In s ta ll d ire c tio n a l sig n al and h a z a rd w arning
sw itch in housing w ith th r e e attach in g s c re w s .
T ig h ten s c re w s s e c u re ly . In sp ect w irin g h a rn e ss
to m ake c e rta in it is p ro p e rly p o sitio n ed and clipped
on o u tsid e of s te e rin g ja c k e t. Upper S teering
4. At lo w er s te e rin g sh aft (18), p o sitio n flo o r Shaft
s e a l (19), tab b ed dust cap (17), m etal w a sh e r, and S teerin g Wheel
new fe lt s e a l on sp lin ed yoke sh aft (18). L u b ric a te Lock Nut
s p lin e s lig h tly . A lign a rro w s on yoke sh aft and S teering W heel
slip joint tube. Slide sh aft into tube and c rim p tab s D irectional
Housing
of d u st cap into g roove in yoke tube.
Upper M ast
5. R e fe rrin g to fig u re 17, if lo w er shaft yoke
Ja ck e t
clam p (15) w a sp re v io u s ly d isa sse m b le d , a sse m b le ,
S teering
in sta llin g new c o rk s e a ls (10) to c ro s s jo u rn a l (14),
Column
in s ta ll new b ushings (11) and snap rin g (12). P r e s s Column Clamp
o r tap b u sh in g s in yoke o v e r c r o s s jo u rn a ls until 8 Low er B earing
snap rin g s can be in s ta lle d in bush in g s. 9 S teering Shaft
6. R e fe r to fig u re 17, p o sitio n c e n te r c r o s s 10 Inner Seal
(4), and lo w er sh aft (6) u p p e r yoke in u p p er shaft 11 Spring Seat
y oke. In s ta ll a ll new c o rk w a s h e rs (3), on jo u rn a ls 12 Spring
(4), in s ta ll new b u sh in g s (1) and snap rin g s (2). 13 O uter Seal
P r e s s o r tap bu sh in g s in yoke o v er c ro s s jo u rn a ls 14 Stop Clamp
u n til snap rin g s can be in s ta lle d in bu shings. 15 C enter
7. Slide stop clam p (14), o u te r s e a l (13), sp rin g U n iversal Joint
(12), sp rin g s e a t (11) and in n e r s e a l (10) on u p p er 16 Slip Joint
sh a ft. I n s e rt u p p e r sh aft into lo w er s te e rin g colum n 17 D ust Cap
b e a rin g (8), and p u sh upw ard through u p p er b e a rin g 18 Low er Shaft
u n til sh aft extends p a s t top of m a st ja c k et. 19 F lo o r Seal
20 F lo o r Seal
INSTALLATION O F COLUMN AND SHAFT R etain er
NOTE: ALL STEERING COLUMN ATTACH­ Low er
MENTS ARE IM PORTANT ATTACHING PARTS IN U niversal Joint
THAT THEY COULD A F F E C T THE PER FO R M ­ 22 Yoke Clamp
ANCE O F VITAL COMPONENTS AND SYSTEMS. 23 W orm Shaft
AND/OR COULD RESULT IN MAJOR REPAIR EX­ 24 S teering G ear
PE N SE . THEY MUST BE R EPLA CED WITH PARTS 25 Column Clamp
O F THE SAME PA RT NUMBERS OR WITH EQUIV­
T-5688
ALEN T PARTS IF REPLA CEM EN T BECOMES
NECESSARY. DO NOT USE REPLACEM ENT
PA RTS O F LESSER QUALITY OR SUBSTITUTE
DESIGN. TORQUE VALUES MUST BE USED AS Figure 2 4 —Steering Column and Shaft (Tilt C ab)
S PE C IFIE D DURING REASSEMBLY TO ASSURE
PR O PE R RETENTION O F THESE PARTS. IMPORTANT: To p re v e n t ax ial bind, a ll s t e e r ­
ing colum n attaching b ra c k e ts o r su p p o rts should
INSTALLATION O F COLUMN AND SHAFT be tig htened f i r s t th at fa ste n to cab. T ighten s t e e r ­
(R efer to F ig . 24) ing shaft yoke clam p at ste e rin g g e a r w orm shaft
1. P o sitio n s te e rin g sh aft a sse m b ly in v eh ic le. b e fo re tightening clam p s w hich s e c u re the colum n
Align m atch m a rk s and p la c e low er yoke clam p to m ounting b ra c k e ts .
(22) on s te e rin g g e a r w orm shaft (23). T ighten 3. In sta ll s c re w s w hich a tta c h ste e rin g colum n
clam p bo lt nuts to 40-50 foot-pounds to rq u e . s e a l and re ta in e r to flo o r.
2. R a is e colum n to p o sitio n and lo o sely in s ta ll 4. T ighten a ll th e ste e rin g colum n attach in g
a ll b ra c k e ts , b o lts, and c la m p s. P o sitio n flo o r s e a l c la m p s, b o lts, and nuts in sequence d e s c rib e d p re -
a t flo o r. viously. T ighten a ll colum n clam p s to to rq u e lis te d

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 9A-18

MECHANICAL STEERING

in "S p e c ific a tio n s” a t end of th is se c tio n . m ovem ent e x is ts . T his c le a ra n c e m ust be m a in ­

5. In s ta ll s te e rin g w heel to s te e rin g sh a ft a s
outlined u n d er "S tee rin g W heel R ep la c e m e n t."
6. At low er end of s te e rin g colum n, p o sitio n
in n e r se a l (10), s p rin g s e a t (11), s p rin g (12), o u te r
colum n s e a l (13), and stop clam p (14), bolt and nut,
a g a in st lo w er colum n b e a rin g (8).
7. In sta ll w ith in n e r se a l (10) in s e r te d in
b e a rin g r e c e s s . A djust stop clam p so th at 0.005"
m inim um to 0.030" m axim um a x ia l sh a ft end play
ta in e d to p re v e n t binding of b e a rin g s, o r s te e rin g
w heel chucking condition (fig. 3).
8. C onnect d ire c tio n a l sig n al w irin g connector
to m ultiple con n ecto r u n d er dash.
9. S ecu re t r a i l e r hand b ra k e c o n tro l to colum n
if p re v io u sly rem oved.
10. T e st action of ste e rin g w heel fo r bind,
lo o s e n e s s , o r chucking and m ake a d ju stm e n ts, if
n e c e s s a ry . C heck tu rn lig h ts and h o rn o p eratio n .

MECHANICAL STEERING TROUBLE DIAGNOSIS CHART

PRO BLEM - STEERING WANDERS

CAUSE 1. T o e -in out of ad ju stm e n t, o r tie ro d ends w orn. T o e-o u t c a u se s s te e rin g to w ander.
2. S teerin g s y s te m out of alig n m ent.
3. T ir e s badly w orn, edge of t i r e s a r e rounded off.
4. A ll s te e rin g com ponents w orn and loose.
5. L a c k of lu b ric a tio n in linkage and king p in s .

REPA IR 1. R ep lace tie ro d ends if w orn, a d ju st to c o r r e c t to e -in , and in sp ec t s te e rin g a r m and

tie ro d fo r bent condition.
2. A lign ste e rin g co m p lete, c a s te r , c a m b e r, and to e -in . In sp ec t sp rin g com ponents fo r
condition and w e a r.
3. In s ta ll new t i r e s , and check alignm ent; a b n o rm al t ir e w ea r in d ic a te s im p ro p e r
a lig n m en t.
4. R ep lace o r ad ju st lo o se o r w orn p a r ts a s n e c e s s a ry .
5. L u b ric a te a s d e s c rib e d in LUBRICATION (SEC. 0) of th is m anual. F r e e up any com ­
pon en ts w hich a r e fro z e n and w ill not tak e lu b ric a tio n .

PRO BLEM - STEERING PU LLS TO L E F T OR RIGHT

CAUSE 1. C a m b e r in c o rre c tly a d ju ste d . S teerin g w ill g e n e ra lly p u ll to sid e of axle having
g r e a te s t p o sitiv e c a m b e r.
2. Low a i r p r e s s u r e in rig h t o r le ft t ir e . S te erin g w ill pu ll to sid e having low a ir
p re ssu re .
3. A xle lo o se and sh ifte d a t sp rin g U -b o lts.
4. R e a r ax le lo o se a t s p rin g U -b o lts if sh ifted a t one sid e w ill c au se s te e rin g to p u ll.

REPA IR 1. A djust c a m b e r to c o r r e c t sp e c ific a tio n s.

2. In fla te t i r e to c o r r e c t p r e s s u r e , check fo r a ir le ak .
3. A lign ax le, and tig h ten U -b o lt nuts to p ro p e r to rq u e . Inspect fo r dam aged p a r ts .
4. A lign r e a r axle and re p la c e defective p a r ts , if any. T ighten U -b o lts to p ro p e r to rq u e .

PRO B LEM - HARD STEERING

CAUSE 1. L ack of lu b ric a tio n - fro z e n king p in s o r b all jo in ts.

2. T ire p r e s s u r e too low.
3. Im p ro p e r o r e x c e ssiv e p o sitiv e c a s te r .
4. S tee rin g g e a r a d ju ste d too tig h t, o r binding condition in ste e rin g colum n.

R EPA IR 1. L u b ric a te , and f r e e up king p in s. M ake c e rta in a ll fittin g s take lu b ric a n t p ro p e rly .
2. In flate t i r e s to p ro p e r p r e s s u r e .
3. A djust c a s te r to c o r r e c t sp e c ific atio n a s d e sc rib e d in "FRONT END ALIGNMENT"
(SEC. 3A) of th is m anual.
4. A djust ste e rin g g e a r a s d e s c rib e d p re v io u sly in th is se c tio n . A djust ste e rin g colum n
m ounting clam p s, and stop clam p a s p re v io u sly d e sc rib e d in th is se ctio n .

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 9A-19

MECHANICAL STEERING

PRO BLEM - VIBRATION OR SHIMMY

CAUSE 1. T ir e s , w h eels, o r b ra k e d ru m s out of b ala n ce .

2. B ent w heel o r out of round t ir e .
3. L oo se s te e rin g linkage com ponents.
4. W heel lo o se on hub.
5. D riv e lin e u n iv e rs a l jo in ts rough, o r d efectiv e. T h is condition may be confused w ith
s te e rin g v ib ra tio n .
6. Engine m is s e s o r is out of b alan ce, th is m ay a lso be confused w ith ste e rin g sh im m y.
7. D efective sh o ck a b s o rb e rs .

REPA IR 1. B alan ce t i r e s and w heels, p re fe ra b ly w ith o n -v e h icle type b a la n c e r, a s th is m ethod

b a la n c e s e n tire w heel and d ru m asse m b ly .
2. R ep lace w heel, and rem o u n t tir e , o r re p la c e .
3. A djust, tig h ten , and r e p a ir linkage a s n e c e s s a ry .
4. In sp e c t w heel bolt holes fo r dam age, and tig h ten to p ro p e r to rq u e if OK.
5. R e p a ir d riv e lin e a s d e sc rib e d in "P R O P E L L E R SHAFTS" (SEC. 4D) of th is m anual.
6. C o rre c t m is s in engine, o r r e p a ir out of balan ce condition, clutch, p r e s s u r e p la te ,
o r h arm o n ic b a la n c e r e tc.
7. R ep lace shock a b s o r b e rs .

PRO BLEM EXCESSIVE ROAD SHOCK

CAUSE 1. T ir e a i r p r e s s u r e too high.

2. W heel b e a rin g s ad ju sted too lo o se.
3. C a m b e r a d ju stm en t in c o rre c t - (negative c a m b e r c o n trib u te s to ro a d shock).
4. W eak o r b ro k en fro n t sp rin g .
5. D efective sh o ck a b s o rb e rs .
6. L oo se su sp en sio n com ponents.

R EPA IR 1. D eflate to c o r r e c t p r e s s u r e .
2. A djust b e a rin g s a s d e sc rib e d in "FRONT HUBS AND BEARINGS" (SEC. 3D).
3. A djust c a m b e r to c o r r e c t sp e cific atio n a s d e sc rib e d in "FRONT END ALIGNMENT"
(SEC. 3A) of th is m anual.
4. R e p a ir o r re p la c e sp rin g .
5. R ep lace shock, o r shock a b s o rb e r s .
6. In sp e c t, ad ju st o r r e p a ir , and re p la c e p a r ts a s n e c e s s a ry .

PRO BLEM _ SNAPPING OR CHUCKING IN STEERING COLUMN OR W HEEL

CAUSE 1. S te e rin g sh aft stop clam p lo o se, th is p e rm its ex c e ssiv e up and down m ovem ent of
s te e rin g sh aft and w heel in colum n.
2. L o o se s te e rin g g e a r at fra m e .
3. W orn s te e rin g sh aft u n iv e rs a l jo in ts.
4. W orn s te e rin g linkage com ponents. The effect of th e se com ponents w ill te le sc o p e
th ro u g h s te e rin g sy s te m and be fe lt in ste e rin g w heel.
5. S te e rin g g e a r in c o rre c tly ad ju sted .

REPA IR 1. A djust s te e rin g sh aft stop clam p a s d e sc rib e d p re v io u sly in th is sec tio n .
2. T ighten m ounting b o lts to p ro p e r to rq u e liste d in "S p ecificatio n s" at end of th is sec tio n .
3. R ep lace and r e p a ir jo in ts a s n e c e s s a ry .
4. A d ju st, tig h ten and r e p a ir com ponents a s d e sc rib e d p rev io u sly in th is se c tio n .
5. A djust s te e rin g g e a r a s p re v io u sly d e sc rib e d in th is sectio n .

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 9A-20
MECHANICAL STEERING

M ECHANICAL STEERING SPECIFICATIONS

STEERING GEAR APPLICATION CHART
TRU C K M O D E L S GEAR M O D E L GEAR RATIO
C40 50 ................................. 549-D-176 28.14 to 1
S50 ....................................... 553-D-78 28.14 to 1
C60 . ................ 553-D-72 28.14 to 1
T50, 60 ..................................... 553-D-17 28.14 to 1

STEERING GEAR ADJUSTMENTS

WORM BEARINGS
Puli to keep wheel moving................................................................................................................................................................................ IV2 to 2 lbs.
SECTOR GEAR LASH:
Pull over center............................................................................................................................................................................................... 2% to 3!4 lbs.
Lash Adjuster Shim Thickness.......................................................................................................................................... 0.063", 0.065", 0.067", 0.069"

TORQUE SPECIFICATIONS
TYPE OF TORQUE (1)
LOCATION PART FT. LBS.
STEERING GEAR
Lash Adjuster S crew .......................................................................................................................................... Nut 25-35
Side Cover to Housing....................................................................................................................................... Bolt 25-35
Worm Bearing Adjuster Screw......................................................................................................................... Nut 70-100
Back Up Adjuster Jam Nut (if used) (553-D-17 o n ly )................................................................................ Nut 30-50
STEERING WHEEL-TO-STEERING SHAFT Nut
Except “ T ” Models.............................................................................................................................................. 35-45
“ T” M odels........................................................................................................................................................... 45-50
STEERING COLUMN CLAMP BOLT
All Models............................................................................................................................................................. Bolt 15-20
STEERING SHAFT “ STOP” CLAMP BOLT
All M odels............................................................................................................................................................. Nut 8-12
STEERING SHAFT-TO-WORM SHAFT CLAMP BOLT
“ T” Models ........................................................................................................................................... Nut 40-50
“ S” Models ............................................................... Nut 30-40
“ C " Models ................................................................. Bolt 25-35
STEERING GEAR-TO-FRAME BOLT
All Except “ T” Models....................................................................................................................................... Nut 90-130
“ T” Models ............................................................................ Nut 90-110
PITMAN ARM TO PITMAN SHAFT
“ T ” Models........................................................................................................................................................... Nut 220-250
All Others (Pitman Arm Clamp B o lt)............................................................................................................. Nut 100-110
CONNECTING ROD STUD-TO-PITMAN ARM AND STEERING ARM
Except “ T” Models.............................................................................................................................................. Nut 40 (2)
“ T” Models ................................................... Nut 125-150 (2)
STEERING ARM-TO-TIE ROD STUD
F050, F055 ....................................... Nut 150-160 (2)
F070 ............................................. Nut 150-180 (2)
F090, F110, F120.................................................................................................................................................. Nut 125-150 (2)
STEERING TIE ROD CLAMP BOLT
F050, F055 Nut 45-55
F070 ............................................. Nut 80-100
F090, FI 10, F120.................................................................................................................................................. Nut 65-75
STEERING ARM-TO-STEERING KNUCKLE STUD
F050, F055 ........................................... Nut 115-165 (2)
F070 ....................................... Nut 180-240 (2)
F090, F110, F120................................................................................................................................................. Nut 400 (2)
(1) NOTE: All tapered ball studs must be clean and dry.
(2) Tighten as indicated, then tighten to next notch to insert cotter pin.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 SECTION 9B
Pauiesi S teeltita
C ontents of th is sec tio n a r e lis te d in Index below:

S ection P ag e No.
P o w e r S te e rin g S y stem ...................................................................................... 9B-1
P o w er S te e rin g G ear and C o n tro l V alve .....................................................9B -4
T ro u b lesh o o tin g The P o w e r S te erin g G ear .................................................9B -6
P o w e r S teerin g H y d rau lic Pum p ....................................................................9B-7
T ro u b lesh o o tin g The H y d raulic P u m p ............................................................ 9B -10
P o w e r S te e rin g P o w e r C y l i n d e r ....................................................................... 9B-12
T ro ub lesh o otin g The P o w er C y lin d er ............................................................ 9B-15
T ie Rod A n ti-R otatio n B ushing ....................................................................... 9B -16
O il C oo ler ................................................................................................................ 9B -16
Quick R e fe re n c e T roubleshooting C h a r t ........................................................ 9B-17
M odel A pplication C h a r t ...................................................................................... 9B-21
P o w e r S teerin g S p e c i f i c a t i o n s ...........................................................................9B-21
P o w er S te e rin g T orque S pecificatio ns ........................................................ 9B -22

NOTE: All pow er s te e rin g atta c h m e n ts, a r e im p o rta n t attaching

p a r ts in th at they could affect the p e rfo rm a n c e of v ita l com ponents and
s y s te m s , a n d /o r could r e s u lt in m a jo r re p a ir expense. They m ust be
re p la c e d w ith p a r ts of the sa m e p a r t n u m b ers o r w ith equivalent p a r ts
if re p la c e m e n t beco m es n e c e s s a ry . Do not u se re p la c e m en t p a r ts of
l e s s e r quality o r su b stitu te design. T orque values m ust be u se d as
sp ecified during re a sse m b ly to a s s u r e p ro p e r rete n tio n of th e se p a r ts .

POWER STEERING SYSTEM

DESCRIPTION
The pow er s te e rin g s y s te m p ro v id e s au to m atic
h y d rau lic a s s is ta n c e to th e tu rn in g effo rt applied
to the m ech an ical s te e rin g sy ste m .
The p o w er s te e rin g s y s te m c o n sists of a con­
tr o l valve, pow er c y lin d e r, and a h yd raulic pump
u sed in conjunction w ith the s te e rin g g e a r. An oil
c o o le r is attach ed to fro n t of ra d ia to r on a ll ve­
h ic le s except tho se equipped w ith a ir conditioning.
The pow er s te e rin g s y s te m is a com plete In­
line un it. The ste e rin g sh aft, hyd rau lic v alve, w orm ,
and b a ll nut a r e in a lin e, m aking a com pact, sp a c e -
saving ste e rin g g e a r. The re c irc u la tin g b a ll-ty p e
m ech an ical s te e rin g g e a r is u sed in conjunction
w ith the co n tro l valve.
The pow er s te e rin g w ill not o p e ra te without
d riv e r guidance; th e re fo re , when tu rn in g effo rt is
re lie v e d , the fro n t w heels re tu rn to n e u tra l o r
s tra ig h t-a h e a d po sitio n.
The pow er c y lin d er is a ctu ated by o p eratio n
of the c o n tro l valve w hich su pp lies h y d rau lic fluid
to e ith e r sid e of the pow er cy lin d er p isto n a s r e ­
q u ire d , depending on the positio n of the valve. The
p r e s s u r e u sed to o p e ra te th is s y ste m is su pplied
by e ith e r a v an e-ty p e o r s lip p e r type oil pum p.
If, fo r any re a so n , the pow er s te e rin g sy ste m
should fa il, the co n tro l valve "locks up ” and the
ste e rin g g e a r o p e ra te s m anually, giving the d riv e r
full co n tro l of the vehicle; how ever, g r e a te r m an­
u al effo rt w ill be re q u ire d to o p e ra te the ste e rin g
m echan ism .
A fluid r e s e r v o ir e ith e r en c a se s th e pum p o r
is m ounted on top of the pum p. An additional r e s e r ­
v o ir is m ounted on a b ra c k e t attach ed to the r a d ­
ia to r su p po rt on conventional cab m odels o r to the
tra n s m is s io n c o n tro l isla n d panel fro n t su p p o rt on
tilt cab m odels.
MAINTENANCE
The pow er s te e rin g sy ste m re q u ire s little
m ain ten an ce. H ow ever, the hyd rau lic sy ste m should
be kept clean to e n su re m axim um o p eratin g p e r ­
fo rm a n c e and tro u b le -fre e s e rv ic e . P e rio d ic in ­
sp ectio n to check fo r le a k s should also be m ade.
At re g u la r in te rv a ls the pump hy drau lic fluid
le v e l in the r e s e r v o ir should be checked and fluid
added when re q u ire d . R e fe r to LUBRICATION
(SEC. 0) fo r type of fluid to be u sed , and in te rv a ls
fo r fillin g .

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 9B-2
POWER STEERING
When th e s lig h te s t evidence of d irt, sludge,
o r w a te r is d is c o v e re d in th e s y ste m , d ra in and
r e f ill w ith clean h y d ra u lic fluid reco m m en d ed in
LUBRICATION (SEC. 0) e a r lie r . To d ra in s y ste m ,
d isco n n ect fluid lin e s a t p o w er c y lin d e r. A ir in the
flu id s y s te m w ill c a u se spongy actio n and noisy
o p era tio n . When any h ose h as been d isco n n ected
o r when flu id h as been lo s t fo r any re a s o n , the
s y ste m m u st be bled a f te r adding fluid. B leed s y s ­
te m a s d ire c te d la te r in th is se c tio n u n d e r "B leed ­
ing H ydrau lic S y ste m .”
Should th e p ow er s te e r in g sy s te m becom e in ­
o p e ra tiv e due to lo ss of h y d rau lic fluid, pum p p r e s ­
s u r e lin e should b e r e - r o u te d fro m pum p outlet
d ire c tly b ack to pum p r e s e r v o ir .
IMPORTANT: DO NOT o p e ra te pum p w ithout
fluid in pum p r e s e r v o ir .
The h y d rau lic pum p, c o n tro l valve, and pow er
cy lin d e r do not re q u ire a d ju stm e n t on the v eh icle.
The only a d ju stm e n ts a r e on the s te e rin g lin k ag e.
A d justm en t of th e se p a r ts a r e n o rm ally re q u ire d
only when th e u n its have been rem o v ed o r d is ­
connected.
NOTE: T h ese a d ju stm e n ts, w ith the exception
of the po w er c y lin d e r p isto n ro d end, a r e th e sam e
a s p re v io u sly d e s c rib e d i n ’’MECHANICAL ST E E R ­
ING" p re v io u sly in th is group.
W heel alig n m en t m u st be m ain tain ed to p ro p e r
sp e c ific a tio n s. R e fe r to FRONT SUSPENSION (SEC.
3) in th is m anual fo r p ro p e r p ro c e d u re s fo r ch eck ­
ing fro n t end a lig n m en t. Im p ro p e r ti r e in flatio n
w ill also affect o p e ra tio n of th e pow er s te e rin g . The
t i r e s should be checked at re g u la r in te rv a ls .
B ecau se of th e p ow er a s s i s t fro m the pow er
s te e rin g s y ste m it is m o re difficu lt to d etect d e­
fe c ts in the s te e rin g sy ste m . T h e re fo re , p e rio d ic
m ainten an ce is v e ry im p o rta n t on a veh icle having
po w er ste e rin g .
Figure 1—Checking Pump Hydraulic Pressure
(Vane Type Pump) (Typical)
BLEEDING HYDRAULIC SYSTEM
W hen a pow er ste e rin g pump o r pow er cy lin ­
d e r has been in sta lle d o r a disconnected oil lin e
h as been reco n n ected , the a ir that has e n te re d the
s y ste m m ust be bled out b efo re the v eh icle is again
o p e ra te d . If a ir is allow ed to re m a in in the hy­
d ra u lic fluid sy ste m , noisy and u n sa tisfa c to ry
o p e ratio n of the s te e rin g sy ste m w ill r e s u lt. B leed
a i r fro m the hy d rau lic s y ste m a s follow s:
NOTE: When h y d rau lic fluid is added to pow er
s te e rin g sy ste m , fluid should be p o u red through a
200 m esh w ire s c re e n . U se only the h y d rau lic fluid
reco m m en d ed in LUBRICATION (SEC. 0) in th is
m anual.
P o w er s te e rin g sy ste m r e s e r v o ir is lo cate d
on pow er s te e rin g h y d rau lic pum p. R e s e rv o ir is
m a rk e d w ith an "OIL L E V E L ” m a rk . U se only
"A utom atic T ra n s m is s io n F luid GM DEXRON ® .
DO NOT USE HYDRAULIC BRAKE FLUID, SHOCK
ABSORBER FLUID, OR SIMILAR OIL.
F lu id lev e l should be kept a t ”OIL L E V E L ”
m a rk on r e s e r v o ir . A fte r cleaning r e s e r v o ir and
c o v e r, lo o sen co v er bolt and rem o v e . U sing a
clean re c e p ta c le , p o u r flu id through a 200 m esh
s c re e n . Keep fluid clean and fre e fro m w a te r.
1. F ill pum p fluid r e s e r v o ir to p ro p e r lev e l
and le t fluid re m a in u n d istu rb e d fo r about two
m in u tes.
2. R a ise fro n t end of the vehicle so th at fro n t
w h eels a r e off the ground.
3. T u rn w heels to rig h t and le ft to w heel
’’sto p s" to e lim in a te a ir po ck ets in the pow er c y l­
in d e r. Continue th is o p e ra tio n u n til fluid in r e s e r ­
v o ir sto p s bubbling. M aintain flu id le v e l during
th is o p e ratio n .
4. S ta rt the engine and ru n at id le fo r two m in­
u te s , tu rn w heels to rig h t and le ft a s b e fo re . DO
NOT HIT THE W HEEL STOPS. R echeck fluid lev el
and hose connections fo r le a k s. C ontinue th is o p e r­
ation until fluid in r e s e r v o ir is c le a r.
5. In c re a s e engine speed to app ro x im ately
1500 rp m and continue running at th is speed until
a ll sig n s of a i r bubbles c e a se to a p p e a r in r e s e r ­
v o ir. T u rn w heels (off the ground) to rig h t and le ft.
DO NOT HIT THE W HEEL STOPS.
6. L ow er the v eh icle and tu rn w heels on the
ground. R echeck fo r le a k s.
7. C heck fluid lev e l in r e s e r v o ir and re fill a s
re q u ire d .
HYDRAULIC PRESSURE TEST
V A N E-TY PE HYDRAULIC PUMPS
1. D isconnect p r e s s u r e hose fro m fittin g at
th e hy d rau lic pum p. Connect a 0 to 2000 p s i p r e s ­
s u r e gauge (J-22181) betw een th e p r e s s u r e hose
and the pum p p r e s s u r e p o rt. L eave valve in p r e s ­
s u r e gauge line open (fig. 1).
CHEVROLET 40-60 TRUCK SERVICE MANUAL

2. B leed ste e rin g h y d rau lic sy s te m to rem o v e
a ll a ir fro m p r e s s u r e line a s d ire c te d p re v io u sly
u n d e r "B leeding H ydrau lic S y ste m ."
3. S ta rt engine and ru n at idle sp eed . T urn
w heels th ro u g h n o rm a l o p e ra tin g ran g e s e v e ra l
tim e s u n til the h y d rau lic fluid te m p e ra tu re re a c h e s
17 0 °F . When flu id te m p e ra tu re re a c h e s 170°F .,
c lo se valve in p r e s s u r e gauge lin e and o b se rv e
re a d in g on p r e s s u r e gauge. P r e s s u r e read in g
should be w ithin 900-1000 p s i.
4. Open valve in p r e s s u r e gauge lin e. T u rn
w h eels to e x tre m e rig h t and le ft a g a in st " s to p s ”
(w ith w h eels on ground). At e x tre m e rig h t o r left
p o sitio n the m axim um p r e s s u r e read in g should be
w ithin the am ount sp e c ifie d in p ro c e d u re 3 above.
S L IP P E R -T Y P E HYDRAULIC PUM P
1. D isco n n ect h y d rau lic pum p to s te e rin g g e a r
p r e s s u r e lin e at pum p. C onnect a 0 to 2000 p si
p r e s s u r e gauge (J-22181) to the pum p ou tlet; then
connect a sh u t-o ff valve betw een the p r e s s u r e
gauge and p r e s s u r e lin e (fig. 2). Make s u re all
co n n ectio n s a r e tig h t and th at sh u t-o ff valve is
fully open.
NOTE: The p r e s s u r e gauge m ust be in sta lle d
b etw een the pump and th e sh u t-o ff valve.
2. S ta rt the engine and ru n fo r s e v e ra l m inutes
a t id le speed. T u rn w h eels fro m rig h t to left s e v ­
e r a l tim e s to expel a ll a i r fro m s y s te m and to
b rin g flu id te m p e ra tu re to a p p ro x im ately 170°F.
3. C lo se sh u t-o ff valve and o b se rv e p r e s s u r e
gauge. P r e s s u r e should be 1000 to 1100 p si.
NOTE: DO NOT c lo se valve fo r m o re than a
few se c o n d s, a s th is w ould in c r e a s e fluid te m p e r­
a tu r e and c au se e x c e ssiv e pum p w e a r.
4. Open sh u t-o ff valve; then tu rn w heels to
e x tre m e rig h t and le ft w ith w heels on ground. At
e x tre m e p o sitio n s, th e m axim um p r e s s u r e read in g
should be w ithin above lim its .
5. If p r e s s u r e is g r e a te r than 1100 p si o r le s s
th an 1000 p s i, re p la c e the p r e s s u r e r e lie f valve
and re p e a t the te s t. If p r e s s u r e is s till not w ithin
lim its sp ecified , re m o v e pum p and d is a sse m b le .
PUMP DRIVE BELT
MAINTENANCE
T he d riv e b e lt m u st be kept a t p ro p e r ten sio n .
A lo o se b e lt w ill re d u c e output of the h y d rau lic
pum p, w hile a tig h t b e lt w ill c a u se eventual b e a r ­
ing fa ilu re . A re g u la r, p e rio d ic in sp ectio n is r e c ­
om m ended to check condition of d riv e b e lt. R e ­
p la c e b e lt if fra y e d o r badly w orn.
NOTE: On a new v eh ic le o r a fte r having^in-
s ta lle d a new d riv e b e lt, check b e lt ten sion tw ice
in f ir s t 200 m ile s of o p e ra tio n .
ADJUSTMENT
NOTE: Gauge (J-23600) m ust be p lac ed at
Sec. 9B-3
POWER STEERING
PRESSURE
C H E C K IN G
GAUGE
IG A U G E
V A LV E
RETURN H YD R A U LIC
H O SE PUMP
rr2446
Figure 2— Checking Pump Hydraulic Pressure
(Slipper Type Pump) (Typical)
c e n te r of the g r e a te s t span of the b e lt.
1. L oosen h y d rau lic pum p to m ounting b ra c k e t
attach in g b o lts.
2. P o sitio n pum p so th a t a rea d in g of 120-130
pounds (new belt) o r 90-100 pounds (used belt) is
obtained on a s tra n d ten sio n gauge.
3. Tighten pum p to m ounting b ra c k e t b o lts
firm ly .
NOTE: Mounting b ra c k e ts and bolt holes should
be in sp e cted fo r c ra c k s o r elongated condition. If
defective, they should be re p a ire d o r re p la c e d .
TUBES, HOSES, AND FITTINGS
S tatio n ary tu b es and flexible h o ses a r e u sed
to c a r r y h y d rau lic flu id through the pow er s te e rin g
s y s te m . T h ese tu b es and h o ses connect the s t e e r ­
ing g e a r to th e pow er c y lin d e r and h y draulic pum p.
All tu b e s, h o se s, and fittin g s should be in sp e c ­
te d fo r leakage a t re g u la r in te rv a ls . F ittin g s m ust
be tightened to to rq u e lis te d in "S p ecificatio n s" at
end of th is se c tio n . Make s u re c lip s, c la m p s, and
unions sup p o rtin g tu b es and h o ses a r e in p la c e and
p ro p e rly se c u re d .
When s e rv ic in g pow er s te e rin g h o se s, avoid
tw istin g the h o se s u n n e c e ssa rily . In s ta ll h o ses with
the w heels in the stra ig h t-a h e a d p o sitio n , then tu rn
th e w heels fully to the le ft and rig h t, w hile o b s e rv ­
ing m ovem ent of the h o se s. C o rr e c t any hose con­
ta c t w ith o th e r p a r ts of the vehicle th at could cau se
chafing o r w e ar.
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 9B-4

POWER STEERING

POWER STEERING GEAR AND CONTROL VALVE

NOTE: C o n tro l valve and P o w e r S teerin g G e a r fa s te n e r s a r e im p o rtan t a tta c h ­

ing p a r ts in th at they could affe c t the p e rfo rm a n c e of v ital com ponents and s y ste m s
a n d /o r could r e s u lt in m a jo r r e p a ir expense. They m u st be re p la c e d w ith p a r ts of
th e sa m e p a r t n u m b e rs o r w ith equivalent p a r ts if re p la c e m e n t b eco m es n e c e s s a ry .
Do not u se a re p la c e m e n t p a r t of l e s s e r quality o r su b stitu te d esign. T o rq u e v alu es
m u st be u se d a s sp e c ifie d during re a s s e m b ly to a s s u r e p ro p e r re te n tio n of p a r ts .

The 553-D V -54, 553-D V -73 and 553-D V -79
type pow er s te e r in g g e a r a s s e m b lie s a r e u se d on
v e h ic le s co v e re d by th is m anual. The p o w er s t e e r ­
ing g e a r a s s e m b lie s a r e b a s ic a lly the sa m e except
fo r s iz e and m ounting. R e fe r to "M odelA pplication
C h a r t” at end of th is se c tio n .
CONTROL VALVE
The valve shown in fig u re 3 is an o p e n -ce n ­
te re d , ro ta ry -ty p e , th re e -w a y valve. The spool is
held in the n e u tra l p o sitio n by m eans of the t o r ­
sion b a r . The spool is a tta c h e d by m eans of a stu d
fa ste n e d to one end of th e to rs io n b a r and the valve
body to the o th e r end. T w isting of the to rs io n b a r
allow s th e spool to d isp la c e in re la tio n to the valve
body, th e re b y o p eratin g the valve.

The p o w er s te e rin g s y s te m c o n tro l valve is

m ounted on top of th e s te e rin g g e a r housing and is
a c tiv a te d by a to rs io n b a r th a t ten d s to keep the
valve in n e u tra l p o sitio n . Should the to rs io n b a r
b re a k , th e spool and v alve body "lock u p ” into a
com plete u n it, and s te e rin g g e a r then o p e ra te s a s
a m ech an ical un it.
CONTROL VALVE OPERATION
When the valve is in n e u tra l o r stra ig h t-a h e a d
p o sitio n , the fluid flow s fro m pum p through the
o p e n -c e n te r valve, and back to pum p r e s e r v o ir
w ithout tra v e lin g th rough the pow er c y lin d e r. T his

1 Valve Body
2 Top Cover
3 Valve Spool
4 Valve Spool D am pener
5 Upper T h ru st Bearing
6 Spool Spring
7 Stub Shaft Seal
8 Seal Retaining Ring
9 Stub Shaft
10 T orsion Bar Pin
11 T orsion Bar Sleeve
12 T orsion Bar Seal
13 Seal Back-up W asher
14 Needle Bearing
15 A djuster Plug Lock Nut
16 A djuster Plug
17 O -rin g Seal
18 T orsion Bar
19 Valve Body Ring
20 Back-up Seal
21 Valve A ssem bly
22 T orsion Bar Cap
23 Back-up W asher
24 W orm Bearing
25 W orm Oil Seal t p m -9060

Figure 3 —Pow er Steering Control V alve ITypical)

CHEVROLET 40-60 TRUCK SERVICE MANUAL


o p e n -c e n te r p o sitio n of the valve re d u c e s pump
lo s s e s to a m inim um . V alve is in o p e n -c e n te r p o s i­
tion at a ll tim e s except when tu rn in g . The pow er
c y lin d e r is alw ays fu ll of fluid, w hich a c ts a s a
cushion to a b so rb sh o ck s so th at they a r e not t r a n s ­
f e r r e d to the d riv e r. T h is fluid lu b ric a te s a ll in ­
te r n a l com ponents of valve, m aking it u n n e c e ssa ry
to lu b ric a te th e valve.
W ith the s te e rin g w heel tu rn e d to th e rig h t, the
to rs io n b a r is deflected , changing th e re la tio n sh ip
of the spool g ro o v es and valve body g ro oves w ith
each o th e r. The r ig h t- tu r n g ro o v es of the spool
a r e clo se d off fro m the r e tu rn g ro o v es and opened
to the p r e s s u r e g ro o v e s. The le f t- tu r n gro o v es of
th e spool a r e c lo se d off fro m the p r e s s u r e g rooves
and opened to the r e tu r n g ro o v es. T h is c a u se s the
flu id to flow into th e a p p ro p ria te half ot the pow er
c y lin d e r, o v erco m in g the t i r e fric tio n in th a t d i­
re c tio n . T he fluid in th e op p o site end of the c y lin ­
d e r is sim u lta n e o u sly fo rc e d out through the valve
and back to th e pum p r e s e r v o ir .
The g r e a te r th e r e s is ta n c e to tu rn in g betw een
ro a d bed and fro n t w h e e ls, th e m o re the valve
spool is d isp la c e d and th e h ig h e r th e f lu id p r e s s u r e
is on the re s is tin g sid e of th e p isto n . Since the
am ount of valve d isp la c e m e n t and co nsequently the
am ount of h y d rau lic p r e s s u r e b u ilt in the c y lin d er
is dependent upon the r e s is ta n c e to tu rn in g , the
o p e ra to r is a s s u r e d of th e p r o p e r am ount of sm ooth
h y d ra u lic a s s i s t a t a ll tim e s . The in sta n t the o p e r­
a to r sto p s applying s te e rin g effo rt to th e s te e rin g
w h eel, the valve is re tu rn e d to its n e u tra l p o sitio n
by th e to rs io n b a r . The flu id p r e s s u r e is equalized
on both s id e s of th e p isto n when the to rs io n b a r
r e tu r n s to n e u tra l p o sitio n . The w heels re tu rn to
a s tra ig h t-a h e a d p o sitio n due to the s te e rin g geom ­
e try of th e v eh icle.
When th e s te e rin g w heel is tu rn e d to the le ft,
the flu id flow in th e v alve is the sa m e a s when
m aking a rig h t- tu r n but ta k e s p la c e in th e opposite
d ire c tio n . P a rk in g p r e s s u r e , the m ost difficu lt of
tu rn in g cond itio n s, should ra n g e fro m 900 to 1000
p s i on v a n e -ty p e h y d rau lic pum p m odels and fro m
1000 to 1100 p s i on th e s lip p e r type h y d rau lic pum p,
depending upon ro a d bed conditions, w eight of v e­
h ic le , and p r e s s u r e r e lie f se ttin g in th e pum p.
D uring n o rm a l s tra ig h t-a h e a d driv ing, s t e e r ­
ing w heel e ffo rt w ill be ap p ro x im a te ly the sam e
a s m anual e ffo rt u n d e r th e sam e co n d itions. The
c o n tro l valve w ill give th e d r iv e r a sm o oth t r a n s ­
itio n th ro u g h th e d riv in g ra n g e of w heel e ffo rt and
re ta in th e " r o a d -fe e l" n e c e s s a ry fo r e ffo rtle ss
d riv in g .
NOTE: T ro u b le D iag n o sis C h a rt to aid in diag ­
n osing n o ise , and ste e rin g p ro b le m s can be found
a t r e a r of th is se c tio n . It is intended a s a quick
r e f e r e n c e and c o v e rs m ost p ro b le m s en co u n tered .
Sec. 9B-5
POWER STEERING
POWER STEERING GEAR
REPLACEMENT
REMOVAL
NOTE: R e fe r to ’’MECHANICAL STEERIN G ”
(SEC. 9A) fo r P itm an sh a ft se a l re p la c e m e n t.
1. M ark ste e rin g g e a r w orm shaft and coupling
o r clam p yoke on s te e rin g sh aft o r in te rm e d ia te
sh aft to a s s u r e in sta lla tio n in sam e p o sitio n when
s te e rin g g e a r is re in s ta lle d .
2. R em ove c o tte r pin and nut attach in g con­
n ecting ro d to P itm a n a rm . U se a soft h a m m e r to
tap connecting ro d lo o se fro m P itm a n a r m .
3. On m odels equipped w ith a sid e m ounted
po w er c y lin d e r, d isconnect pow er c y lin d er so c k et
end fro m P itm a n a rm .
4. R em ove ste e rin g shaft to ste e rin g g e a r
w o rm sh aft clam p bolt and nut. B end tan g s on dust
cap away fro m the yoke tube, then r a is e sh aft and
yoke off s te e rin g g e a r w orm sh aft.
5. R em ove P itm a n a r m pinch bolt, nut, and
s p e c ia l w a sh e r; o r th e P itm a n a rm to sh aft nut and
w a s h e r. U se p u lle r (J-21143) to rem o v e P itm a n
a r m fro m sh a ft.
6. D rain a s m uch fluid a s p o ssib le fro m the
s te e rin g g e a r.
7. D isconnect co n tro l valve to pum p re tu r n
tube, pum p to co n tro l valve p r e s s u r e tube, and
c o n tro l valve to po w er cy lin d e r rig h t and left tu rn
tu b e s fro m c o n tro l valve p o rts .
IMPORTANT: C over o r plug exposed tu b es
and p o rts to p re v e n t d ir t fro m en terin g sy ste m .
8. R em ove b o lts, nu ts, and w a s h e rs w hich
a tta c h ste e rin g g e a r asse m b ly to fra m e le ft sid e
m e m b e r. R em ove s te e rin g g e a r and c o n tro l valve
a sse m b ly .
INSTALLATION
1. P o sitio n s te e rin g w heel in s tra ig h t-a h e a d
p o sitio n and s te e rin g g e a r in c e n te r p o sitio n w ith
m a rk on w orm sh aft lo c a te d a s d e sc rib e d i n ’’S p eci­
fic a tio n s ” a t end of th is sec tio n .
2. P o sitio n s te e rin g g e a r on fra m e le ft sid e
m e m b e r and at the sa m e tim e , slid e w o rm sh aft
into s te e rin g sh a ft clam p yoke o r coupling. C heck
to m ake s u r e alig n m en t m a rk s a r e aligned.
3. In s ta ll b o lts, n u ts, and w a sh e rs to a tta c h
s te e rin g g e a r to fra m e sid e m em b e r. T ighten
b o lts to to rq u e lis te d in "S p ec ific a tio n s.”
4. A ttach in te rm e d ia te shaft clam p yoke o r
coupling to s te e rin g g e a r w orm sh aft w ith b o lt, nut,
and w a sh e r. T ighten bolt to to rq u e lis te d in "S p eci­
fic a tio n s" at end of th is sectio n .
5. Move dust cap down on yoke tube and bend
ta n g s down to s e c u re in p o sitio n .
6. P o sitio n P itm a n a r m on P itm an sh aft.
P itm a n a rm and sh aft have m atching blank s e r r a ­
tio n s w hich m ust be aligned. A lign s c rib e m a rk s,
th en in s ta ll P itm a n a rm on sh aft.
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 9B-6
POWER STEERING
On C onventional C ab and "S" M odels, in s ta ll
pin ch bolt, s p e c ia l h a rd e n e d w a sh e r, and nut to
s e c u re P itm a n a r m to sh a ft. T ighten pin ch bolt
nut to 100-110 foot-pounds to rq u e .
On T ilt Cab M odels, in s ta ll w a sh e r and nut to
a tta c h P itm a n a r m to sh aft. T ighten nut to 220-250
foot-pounds to rq u e .
7. C onnect connecting ro d to P itm a n a r m and
a tta c h w ith nut. T ig h ten nut to to rq u e lis te d in
"S p ecific a tio n s" a t end of th is se c tio n ; then ad ­
vance to next alig n in g s lo t and in s ta ll a new c o tte r
pin.
8. On v e h ic le s equipped w ith a sid e m ounted
TROUBLESHOOTING THE POWER STEERING GEAR
NOISE
S e v e ra l d iffe re n t ty p es of n o ise may be h e a rd
w ith the c o n tro l v alve s te e rin g g e a r. T ro u b lesh o o t
n o ise s a s follow s:
R A TTL E OR CHUCKLE
1. C au se could be lo o se a d ju stm e n t. A djust
th r u s t b e a rin g p re lo a d .
2. N oise could be c au sed by s te e rin g g e a r
b ein g lo o se on fra m e .
a . C heck s te e rin g g e a r in s ta lla tio n a s d e s ­
c rib e d p re v io u sly in th is se c tio n u n d er "S tee rin g
G e a r R e p la c e m e n t."
b. T o rq u e s te e r in g g e a r m ounting b o lts to
to rq u e sp e c ifie d u n d e r "S p ec ific a tio n s" la te r in
th is se c tio n .
3. Coupling pin sto p s h ittin g a g a in st th e u p p er
flange could a lso c a u se th is type of n o ise . R e -a lig n ­
m ent of th e sh aft w ith th e g e a r o r an endw ise a d ­
ju stm e n t of sh aft should c o r r e c t th is condition.
NOTE: A slig h t r a ttle m ay o c c u r on tu r n s b e ­
ca u se of the in c re a s e d la s h off the high po in t. T his
is n o rm a l.
HISS
T h e re is som e n o ise in a ll p ow er s te e rin g
g e a rs w hich cannot be elim in a te d . One of th e m o st
com m on is th e " h is s in g " sound m ost evident at
s ta n d s till p a rk in g w ith w heels a t end of tr a v e l. The
"h is sin g " n o ise is u su a lly c au sed by a faulty valve.
Do not re p la c e th e v alv e u n le ss the " h is s " is
e x tre m e ly o b jectio n ab le, s in c e the re p la c e m e n t
v alve w ill a lso have a slig h t "h is sin g " n o ise . Be
s u r e , how ever, th at the s te e rin g sh aft and g e a r a r e
p ro p e rly alig n ed a s th e sh aft r o ta te s , sin c e m is ­
a lig n m en t w ill tr a n s m it th e " h is sin g " n o ise into
the cab.
VALVE SQUAWK
V alve squaw k when tu rn in g o r when r e c o v e r­
ing fro m a tu rn m ay be c a u s e d b y a w orn d am p en er
pow er ste e rin g c y lin d er, connect pow er cy lin d e r
end so ck et a ssem b ly to P itm an a r m and atta ch
w ith nut. T ighten nut to to rq u e lis te d in "S p ecifi­
c a tio n s ” a t end of th is se c tio n , then advance to
next aligning slo t and in s ta ll a new c o tte r pin.
9. Connect co n tro l valve to pum p re tu rn tube,
p u m p -to -c o n tro l valve p r e s s u r e tube, and rig h t-
and le f t-tu rn tu b es fro m pow er cy lin d e r to c o n tro l
valve p o r ts . T ighten fittin g s to to rq u e sp ec ified in
"S p ec ific a tio n s” at end of th is se ctio n .
10. B leed the s y ste m and fill r e s e r v o ir to
p ro p e r lev el a s d e sc rib e d u n d er "B leeding Hy­
d ra u lic S y stem " p re v io u sly in th is se ctio n .
rin g on the valve spool o r by a lo o se o r w orn valve
body. In both c a s e s re p la c e faulty p a r ts .
STEERING GEAR LEAKS
INTERNAL LEAKS
High in te rn a l leak ag e w ill c au se a m o m en tary
in c re a s e in the s te e rin g e ffo rt when tu rn in g the
w heel fa s t. If th is situ a tio n should o c c u r, re p la c e
th e c o n tro l valve.
EXTERNAL LEAKS
To d e te rm in e the so u rc e of e x te rn a l le a k s,
thoroughly clean th e s te e rin g g e a r and in sp e c t.
E x te rn a l leakage may be due to lo o se hose con­
n e ctio n s o r dam aged h o se, a d ju s te r plug s e a ls o r
to rs io n b a r s e a ls . C o rre c t ex te rn a l le a k s as
follow s:
CAUSE REMEDY
1. L oose hose connections . T ighten C onnections
2. D am aged h o s e .............................. R eplace H ose
3. D am aged a d ju s te r plug s e a ls . R ep lace S eals
4. D am aged to rs io n b a r se a l . . R eplace Seal
STEERING GEAR MALFUNCTIONS
E ach of the m alfunctions lis te d h e re have a
n u m b er of c a u se s and each cau se has a rem ed y .
T h e se c a u se s and re m e d ie s a r e given in the
"T ro u b lesh o o tin g Q uick R efe re n c e C h a rt" la te r in
th is se c tio n .
1. H a rd ste e rin g w hile d riving.
2. P o o r re tu rn of s te e rin g .
3. L ead s to one sid e o r the o th e r.
4. M om entary in c re a s e d effo rt on f a s t tu rn .
5. E x c essiv e w heel kickback.
6. S te erin g w heel je r k s .
7. H ard ste e rin g when p a rk in g .
8. E ffo rtle s s tu rn .
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 9B-7
POWER STEERING

POWER STEERING HYDRAULIC PUMP

NOTE: T h e se P o w e r S te erin g H ydraulic Pum p fa s te n e rs a r e im p o rta n t a tta c h ­

ing p a r ts in th at they could affect the p e rfo rm a n c e of v ital com ponents and sy s te m s ,
a n d /o r could r e s u lt in m a jo r r e p a ir expense. They m u st be re p la c e d w ith p a r ts of
the sa m e p a r t n u m b e rs o r w ith equivalent p a r ts if re p la c e m e n t b ecom es n e c e s s a ry .
Do not u se a re p la c e m e n t p a r t of l e s s e r quality o r su b stitu te design. T orque values
m u st be u se d a s sp e c ifie d during re a s s e m b ly to a s s u r e p ro p e r re te n tio n of p a r ts .

A p o sitiv e d isp la c e m e n t v an e-ty p e o r s lip p e r - known oil v e lo c itie s. F ro m p a ssa g e (2) a c e rta in
type h y d ra u lic pum p is u se d on v e h ic le s co v e re d quantity of oil p a s s e s through o rific e (3) into p a s s ­
by th is m anual. R e fe r to "M odel A pplication C h a rt" age (8) and then to the ste e rin g g e a r. N otice that
and "S p ecificatio n s" at end of th is se c tio n fo r m odel p a s s a g e (8) is connected to cavity (10) by p a ssa g e
a p p lic a tio n and cap acity of each pump m odel. (9). When the quantity of oil exceeds the p r e d e te r ­
The v an e-ty p e h y d rau lic pum p is m ounted at m ined s y ste m re q u ire m e n ts , the p r e s s u r e drop
fro n t of engine (fig. 4) o r on top of engine and is through o rific e (3) exceeds fo rc e of sp rin g (12),
b e lt-d riv e n fro m th e engine c ra n k sh a ft o r w a te r flow co n tro l p lu n g er (11) s t a r t s to move back,
pum p p u lley in conjunction w ith o th e r a c c e s s o r ie s . th e re b y pro v id in g flow co n tro l through p a s s a g e s
The o il r e s e r v o ir e n c a se s the pum p and on (4), (6) and (7), w ith (7) being the su ctio n o r intake
so m e v e h ic le s, an additio n al r e s e r v o ir is re m o te ly p a r t of the pum p. S u p erch arg in g o c c u rs a s a r e s u lt
m ounted on the r a d ia to r fro n t su p p o rt o r on the of p r e s s u r e oil in p a s s a g e (4) d isch arg in g into
tr a n s m is s io n c o n tro l isla n d su p p o rt. p a s s a g e (6) at high v elocity, picking up th e m ak e­
On so m e pum p m o d els, the d riv e sh aft is su p ­ up oil fro m r e s e r v o ir th rough p a ssa g e (5) on the
p o rte d by a bush in g in th e pum p housing. On o th e rs , je t-ju m p p rin c ip le . Then by a red u ctio n of velocity
th e d riv e sh aft is su p p o rte d by one b all b e a rin g in p a ssa g e (6) and (7), velo city energy is c o n v e rt­
and one needle b e a rin g in the pump housing. ed into s u p e rc h a rg e p r e s s u r e (fig. 6, View B).
The pum p ro ta r y group is the h e a rt of the The p r e s s u r e re lie f valve is contained in sid e
pum p and c o n s is ts of th e d riv e sh a ft, ro to r, v an es, flow c o n tro l p lu n g e r (11). If pum p p r e s s u r e ex­
pum p rin g , th r u s t p la te , and p r e s s u r e p la te . Flow c ee d s a c e rta in p re d e te rm in e d p r e s s u r e , th e p r e s ­
c o n tro l valve is th e n e rv e c e n te r of th e pum p and s u re re lie f b a ll w ill open, allow ing a sm a ll am ount
in clu d es flow c o n tro l p lu n g e r, flow c o n tro l sp rin g , of oil to flow through p a s s a g e s (8) and (9), hole
and th e p r e s s u r e r e lie f b a ll and sp rin g . T his a s ­ (13), th rough flow co n tro l plu n g er (11) and into
sem b ly c o n tro ls flow and p r e s s u r e in the sy ste m . p a s s a g e (6). T his flow of oil c a u se s a p r e s s u r e
drop a c r o s s hole (13), thus c re a tin g a p r e s s u r e
PU M P OPERATION
NOTE: R e fe r to fig u re s 5 and 6.
A s th e d riv e sh aft ro ta te s the r o to r , th e vanes
follow the cam s u rfa c e in th e pum p rin g . T h is cam
c o n s is ts of two r is in g and fa llin g a r e a s w hich cau se
a co m p lete pum ping cy cle to o c c u r ev ery 180 de­
g r e e s of ro ta tio n (fig. 5).
The sp a c e s betw een r o to r vanes p ic k up oil on
th e r is in g p o rtio n s of th e cam fro m two openings
betw een th ru s t p la te and pum p rin g and fro m open­
ing betw een th e p r e s s u r e p la te and pum p rin g .
T h is oil is d isc h a rg e d on the fallin g p o rtio n of the
cam th ro u g h two openings in th e p r e s s u r e p la te
and two openings in the th r u s t p la te w hich a r e con­
n e c te d to openings in the p r e s s u r e p la te by c r o s s ­
o v e r h o les in th e pum p rin g (fig. 5). The oil p a s s e s
th ro u g h th e p r e s s u r e p la te into cavity (1) behind
it. A p o rtio n of th is o il is d ire c te d back through
o th e r p a s s a g e s in the p r e s s u r e p la te so th at it may
e n te r behind th e v an es fo rc in g th em to follow the
cam su rfa c e of th e pum p rin g (fig. 8, View B).
F ro m cavity (1) the oil flow s into p a ssa g e (2)
w hich is c o n tro lle d in s iz e to p ro v id e definitely Figure 4 —Power Steering H ydraulic Pump Installed (Typical)

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 9B-8
POWER STEERING
Figure 5 —Cross Section of Rotor and Vanes in Pump
unbalance w hich m oves th e flow c o n tro l p lu n g er
b ack a g a in st s p rin g p r e s s u r e , allow ing th e m ajo r
p o rtio n of o il to b y p a ss th ro u g h p a s s a g e s (2), (4),
and (6) in the sa m e m an n er a s is a c co m p lish ed by
flow co n tro l (View B, fig. 6).
F ig u re 6, View "A" is ty p ical of pum p o p e r­
ation when the v eh icle is d riv en a t low sp eed d u r­
ing a p a r tia l tu rn . The oil p r e s s u r e cannot build
up high enough to c au se the p r e s s u r e r e lie f valve
to open a s th e e x te rn a l c irc u it s till allow s som e
oil to flow through th e sy ste m .
F ig u re 6, View "B " is ty p ical of pum p o p e r­
atio n when v ehicle is d riv en a t high sp e e d s. In th is
c a s e , the flow co n tro l valve has opened to allow
o il flow in e x c e ss of s y ste m re q u ire m e n ts to b y ­
p a s s into intake c h a m b e r of the pum p.
PU M P REPLA CEM EN T
R em oval
1. D isconnect h o se s a t pump and s e c u re ends
in ra is e d p o sitio n to p re v e n t d rain ag e of o il.
2. In s ta ll cap s at pum p fittin g s to p re v e n t
d rain a g e of oil fro m pum p.
3. R em ove d riv e pulley attach in g nut.
4. L oosen m ounting b ra c k e t to pum p b o lts.
5. R em ove pum p d riv e b e lt.
6. Slide pulley fro m pump d riv e sh a ft. DO
NOT HAMMER PU LLEY O F F SHAFT AS THIS
W ILL DAMAGE THE PU M P.
7. R em ove b ra c k e t to pump attach in g b o lts
and re m o v e pum p.
In sta lla tio n
1. P o sitio n pum p a sse m b ly on m ounting b r a c ­
k et w ith holes alig n ed and in s ta ll attach in g b o lts
lo o sely .
2. S lide p ulley on d riv e sh aft. DO NOT HAM­
MER PU LLEY ON SHAFT.
3. In sta ll pulley nut (fing er-tig h t) a g ain st the
pu lley .
4. C onnect and tighten hose fittin g s.
5. F ill pum p r e s e r v o ir w ith fluid re co m m en d ­
ed in LUBRICATION (SEC. 0) of th is m anual.
6. B leed pump by tu rn in g pulley b ackw ard
(co u n terclo ck w ise a s view ed fro m the front) until
a ll a i r bubbles c e a se to a p p e a r.
7. In sta ll pump d riv e b e lt o v er d riv e pulley.
8. A djust b e lt ten sio n a s p rev io u sly d e sc rib e d ,
then tighten attach in g b o lts se c u re ly .
9. T ighten d riv e pulley attach in g nut to 25-35
foot-pounds to rq u e .
SLIPPER TYPE HYDRAULIC PUMP
The s lip p e r-ty p e h y d rau lic pum p is a constant
d isp la ce m en t type pum p w ith a m inim um output of
1.45 gallons p e r m inute w ith pum p idling at a sp eed
of 450 rp m a g ain st 665-735 p si p r e s s u r e . The
pum p has a m axim um flow co n tro l range of 3.4 to
4.1 gallons p e r m inute w ith a 1000 to 1100 p si
p r e s s u r e re lie f valve. The pum p is m ounted at
fro n t of engine and is b e lt-d riv e n fro m c ra n k sh a ft.
PU M P OPERATION
As the d riv e sh aft ro ta te s the r o to r, sp rin g
loaded s lip p e rs , w hich co n tact the e c c e n tric d ia m ­
e te r in sid e th e pump housing, fo rc e oil fro m the
in le t sid e of the pum p to the flow c o n tro l valve
(fig. 7). P r e s s u r e in sid e the pump is co n tro lle d by
a valve w hich p e r m its fluid to be re c irc u la te d
w ithin the pum p. M axim um p r e s s u r e in the sy ste m
is lim ite d by a p r e s s u r e re lie f valve w hich opens
into the r e s e r v o ir when p r e s s u r e exceeds sp ec ified
m axim um of 1000-1100 p si.
NOTE: At re g u la r in te rv a ls , the fluid lev el in
the r e s e r v o ir should be checked and fluid added
when lev el is m o re than two in ch es below f ille r
cap. R e fe r to LUBRICATION (SEC. 0) of th is m an­
u a l fo r type of fluid to be u sed .
IMPORTANT: B efo re checking fluid lev e l,
s t a r t the engine and tu rn s te e rin g w heel to the left
and rig h t s e v e ra l tim e s to expel a i r fro m sy ste m ,
th en shut off the engine.
PUM P REPLACEM ENT
R em oval
1. L oosen two cap s c re w s which a tta c h pump
m ounting b ra c k e t to engine, then move pum p in ­
w a rd and rem o v e d riv e b e lt.
2. D isconnect h o ses at pum p. When h o ses a r e
disco n n ected , s e c u re ends in r a is e d p o sitio n to
p re v e n t d rain ag e of o il. In s ta ll caps a t pum p f it­
tin g s to p re v e n t lo s s of fluid fro m pum p.
3. R em ove two cap s c re w s and lock w a sh e rs
w hich a tta c h pump and m ounting b ra c k e t to engine.
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 9B-9
POWER STEERING

VIEW A -P U M P O PERATIO N -LO W SPEED

LEGEND

I I D ISC H A R G E OIL

SUPERCHARGE OIL

H IG H PRESSURE OIL

RESERVOIR A N D RETURN OIL

R IN G -R O T O R LEAKAGE OIL

VIEW B -P U M P O PERATIO N -H IGH SPEED

T-1166

Figure 6 —Pow er Steering H ydraulic Pump O peration

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 9B-10
POWER STEERING
Figure 7—Slipper Type H ydraulic Pump
In sta lla tio n
1. P o sitio n pum p and mounting b ra c k e t on en­
gine and a tta c h w ith cap s c re w s and w a s h e rs .
2. In sta ll d riv e b e lt and a d ju st a s p re v io u sly
d e sc rib e d u n d er "P um p D riv e B e lt."
3. Connect and tig h ten h ose fittin g s.
TROUBLESHOOTING THE HYDRAULIC PUMP
PUMP NOISE
The p o w er s te e rin g pum p is not co m p letely
n o is e le s s . Som e n o ise w ill be p r e s e n t w henever
th e w h eels a r e a g a in st th e w heel sto p s . T he n o ise
u su ally b eco m es g r e a te r a s the engine sp e e d is
in c re a s e d a s when m aking a full c ra m p e d U -tu rn .
T he n o ise is c a u se d by th e re lie f valve and is
n o rm a l. M om entary a e ra tio n of th e oil is so m e ­
tim e s n o ticeab le u n d e r th e se conditio n s. Some
n o ise m ay a lso be p r e s e n t u n d e r s ta n d s till p a rk in g
condition, p a r tic u la r ly when th e w heel sto p s a r e
1 R otor S lipper
2 Flow C ontrol Valve
3 O -R ing Seal
4 Snap Ring
5 C ontrol Valve Plug
6 Pump Body
7 M etering In s e rt
8 C ontrol Valve Spring
9 R elief Valve A ssem bly
10 R otor
11 S lipper Spring
12 R e se rv o ir
T-1799
4. F ill pum p r e s e r v o ir w ith flu id re co m m en d ­
ed in LUBRICATION (SEC. 0) of th is m anual.
5. S ta rt engine and run fo r s e v e r a l m inutes at
id le sp eed . T u rn w heels fro m rig h t to le ft s e v e ra l
tim e s to expel a ll a i r fro m sy ste m . R echeck fluid
le v e l in r e s e r v o ir and fill to p ro p e r le v e l.
co n ta cte d . P o w e r ste e rin g pum p n o ise can be con­
fu sed w ith m any o th e r things such a s tra n s m is s io n ,
r e a r ax le, g e n e ra to r, etc. If e x c e ssiv e no ise is
p re s e n t, rem o v e th e pum p d riv e b e lt to m ake s u r e
the pum p is a t fau lt. If it is d e te rm in e d th at the
pum p is at fau lt p ro c e e d a s follow s:
1. C heck D riv e B e lt T ig h tn e ss. A djust belt
te n sio n , if n e c e s s a ry , as d e sc rib e d p re v io u sly
under "P um p B elt T ension A d ju stm en t."
2. C heck O il L evel. R efill, if n e c e s s a ry , a s
d e s c rib e d p re v io u sly u n d e r "B leeding H ydraulic
S y ste m ."
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 9B-11
POWER STEERING

3. C heck H ose. Make s u re hose is not to uch­ If th e re is no im p ro v em en t, it m ust be e s ta b ­

ing any o th e r p a r ts of th e v eh icle.
4. C heck F o r P re s e n c e of A ir in The O il. A ir
w ill show up a s bubbles o r w ill a p p e a r m ilky.
S m all am o u nts of a i r c a u se e x tre m e ly noisy o p e r­
atio n . If a i r is p re s e n t, ac c o m p lish the following:
a . T ighten a ll fittin g s and b o lts.
b. C heck the e n tire sy s te m fo r s o u rc e of a ir
le a k . A ir can le a k into the sy s te m a t m any p la c e s .
A ir le a k s u su a lly o c c u r a t jo in ts in th e sy ste m
w h ere oil p a s s e s th ro u g h at high v elo city - such
a s h o se connections o r a t the d riv e sh aft se a l.
NOTE: A fter each step in atte m p tin g to e lim ­
in a te a ir , the pum p should be o p e ra te d fo r a few
m in u tes a t idle sp eed w hile o c c a sio n a lly tu rn in g
the ste e rin g w heel betw een e x tre m e tu rn s to allow
a i r to b leed out of o il.
5. A fte r E lim in atin g A ir F ro m The O il. In ­
s ta ll a p r e s s u r e gauge in th e p r e s s u r e lin e betw een
th e pum p and s te e rin g g e a r. If, when rac in g the
engine to about 1000 rp m and w ithout tu rn in g the
w h e e ls, p r e s s u r e ex ceed s 125 p s i, th e h o se a n d /o r
th e s te e rin g g e a r a r e r e s tr ic tin g the oil flow.
T h e se p a r ts should be exam ined to d ete rm in e
c a u se of r e s tr ic tio n .
6. If The P r e s s u r e is L e s s Than 125 P s i in
Step 5 A bove, re m o v e the pump and r e p a ir .
PUMP LEAKS
W henever o il leak ag e o c c u rs in the hy d rau lic
pum p, a ll fittin g s and b o lts should be clean ed and
tig h ten ed . If th is does not stop leak ag e, wipe pump
a ss e m b ly clean to d e te rm in e w here it is leaking.
F ollow ing a r e so m e of th e p o ss ib le c a u se s of pum p
leak ag e (se e T ab le below):
POOR, OR NO ASSIST, OR
PUMP INOPERATIVE
When the pum p is in o p e ra tiv e , p ro v id ing little
o r no a s s i s t in tu rn in g , f i r s t check th e b e lt ten sio n
an d a d ju st it a s n e c e s s a r y , a s p re v io u sly d e sc rib e d .
If th is does not c o r r e c t p ro b le m , check o il le v e l,
f ill and b leed the s y s te m a s d e sc rib e d p re v io u sly .
lish e d w h eth er th e pum p, ste e rin g g e a r, o r hose
is the so u rc e of tro u b le . T his may be d e te rm in e d
by two te s ts a fte r p lacin g a p r e s s u r e gauge in the
p r e s s u r e lin e betw een pump and ste e rin g g e a r.
T e st #1 is P e rfo rm e d With the O il C irc u it
O pen. R a ise the te m p e ra tu re of oil to o p e ra tin g
ran g e of 150 to 170 d e g re e s m e a su re d w ith a t h e r ­
m o m e te r. T h is m ay be acco m p lish ed by tu rn in g
the w heels fro m w heel stop to w heel stop s e v e ra l
tim e s . Do not hold s te e rin g w heel a g a in st w heel
stop fo r any extended p e rio d a s th is w ill o v e rh e a t
the o il. A s p re v io u sly m entioned, the p r e s s u r e r e ­
lie f valve in the pum p w ill not be able to handle
the ex c e ssiv e p r e s s u r e c re a te d by contacting the
w heel stop fo r an extended p e rio d of tim e , th e r e ­
fo re , the oil w ill o v e rh e a t.
A fter heating the oil to a t le a s t 1 5 0°F ., se t
engine id le to 450 rp m , then tu rn the ste e rin g
w heel fro m one end to the o th e r and re a d p r e s s u r e
on gauge w hile holding w heel m o m en tarily a g ain st
sto p s. R eading should be the m axim um w ith engine
idling at 450 rp m . If it is not, tro u b le is in the hy­
d ra u lic c irc u it, but it does not in d icate w h eth er the
pum p o r ste e rin g g e a r o r both a r e at fau lt.
T h is can be d e te rm in e d by p e rfo rm in g T e st
#2 and com p arin g it w ith te s t #1.
T e s t #2 is P e rfo rm e d W ith th e O il C irc u it
C lo sed . Set engine id le a t 450 rp m and tu rn the
sh u t-o ff valve of gauge to the c lo sed p o sitio n .
NOTE: Shut-off valve m u st be lo c ate d betw een
th e gauge and ste e rin g g e a r. O b serv e pum p p r e s ­
s u r e on gauge a t idle and c o m p a re it w ith T e s t #1.
D iag n o sis of the Two T e s ts . If the f i r s t te s t is
below sp e c ific a tio n s and the second te s t is equal
to sp e c ific a tio n s, o r g r e a te r , the ste e rin g g e a r is
a t fau lt. When the f i r s t te s t is below sp e c ific a tio n s
and th e seco n d te s t is not m o re than 50 p s i g r e a te r ,
the pum p is at fau lt.
NOTE: If ste e rin g g e a r is found to be a t fault,
u se th e tro u b le sh o o tin g p ro c e d u re s fo r the s t e e r ­
ing g e a r d e sc rib e d u n d e r "T ro u b lesh o o tin g The
P o w er S tee rin g G e a r" p re v io u sly in th is m anual.
NOTE: F o r additional tro u b lesh o o tin g in fo rm ­
ation, r e f e r to "Q uick R efe re n c e T roubleshooting
C h a rt" la te r in th is se c tio n .

SOURCE O F LEAK CAUSE REMEDY

Top of r e s e r v o ir . . . . R e s e rv o ir too f u l l .......................................... F ill to p ro p e r lev el.
A ir in th e o i l ................................................... E lim in a te a i r a s p re v io u sly
d e sc rib e d u n d er "Pum p N o ise."
At th e p r e s s u r e
fittin g o r stu d s ............ Not tig h ten ed su fficien tly ........................... T o rq u e to 25-40 foot-pounds.
C ro s s th re a d e d o r defective s e a t on
fittin g s o r hose end. D am aged s e a ls . . . C o rr e c t a s n e c e s s a ry .
At sh a ft s e a l .................. D efective s e a l o r dam aged s h a f t ...............R eplace dam aged p a r ts .
L e a k s in m etal p a r ts . . D am aged c a s t i n g s .......................................... R ep lace dam aged p a r ts .

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 9B-12
POWER STEERING

POWER STEERING POWER CYLINDER

NOTE: T h e se p o w er s te e rin g pow er c y lin d e r fa s te n e rs a r e im p o rta n t attach in g

p a r ts in th a t they could affect th e p e rfo rm a n c e of v ital com ponents and s y s te m s ,
a n d /o r could r e s u lt in m a jo r r e p a ir expense. They m ust be re p la c e d w ith p a r ts of
th e sa m e p a r t n u m b er o r equivalent p a r ts if re p la c e m en t beco m es n e c e s s a r y . Do
not u se a re p la c e m e n t p a r t of l e s s e r quality o r su b stitu te d esign. T orque values
m u st be u s e d a s sp e c ifie d durin g re a s s e m b ly to a s s u r e p ro p e r re te n tio n of p a r ts .

T h e re a r e th re e p o w er c y lin d e rs co v ered in The pow er c y lin d e rs u se d on th e se v eh ic les

th is se c tio n . T he p o w er c y lin d e r a c ts a s a pow er
a s s i s t to the m ech an ical s te e rin g . R e fe r to "S peci­
fic a tio n s ” a t end of th is se c tio n fo r p o w er c y lin d er
a p p licatio n on each s e r i e s v eh icle.
The p o w er c y lin d e r is e ith e r sid e m ounted o r
axle m ounted. On v e h ic le s equipped w ith the sid e
m ounted p o w er c y lin d e r, th e c y lin d e r is b ra c k e te d
to the fra m e sid e r a il a t one end and to th e P itm an
a r m at the o th e r end. On v e h ic le s equipped w ith
th e axle m ounted p o w er c y lin d e r, the c y lin d e r is
b ra c k e te d to th e fro n t ax le a t one end and to the
s te e rin g tie ro d at the o th e r end.
S ta tio n a ry m e ta l tu b es and flex ib le h o se a s ­
se m b lie s c a r r y h y d rau lic flu id to o p e ra te th e p o w er
c y lin d e r p isto n fo r rig h t and le ft tu rn s .
When s te e rin g w heel is tu rn e d , th e c o n tro l
v alve on s te e rin g g e a r housing d ir e c ts h y d rau lic
fluid, u n d e r p r e s s u r e fro m th e h y d rau lic pum p, to
e ith e r sid e (depending on w h eth er a rig h t o r le ft
tu rn is being m ade) of a p isto n in th e p o w er cy lin ­
d e r (fig. 8). T h is p ro d u c e s m ovem ent of the p isto n
and atta c h e d s te e rin g lin k ag e. The fo rc e applied
by th e p ow er c y lin d e r is th e am ount of th r u s t n e c ­
e s s a r y fo r a ll s te e rin g re q u ire m e n ts .
W hen tu rn is co m p leted , red u ced e ffo rt in
s te e rin g w heel allow s s te e rin g g e o m e try of the
v eh ic le to re tu r n w heel to a n e u tra l o r s tr a ig h t­
ah ead p o sitio n . When re tu rn in g to a n e u tra l p o s i­
tio n , oil on one sid e of th e cy lin d e r p isto n is fo rc e d
b a ck to the h y d rau lic pum p r e s e r v o ir by o il on
o th e r sid e of th e p isto n , th u s equalizing th e oil
p r e s s u r e . T h is co n stan t am ount of oil in the c y l­
in d e r a c ts a s a sh o ck a b s o rb e r o r cushion to d is ­
sip a te ro a d sh o ck s to th e o p e ra to r.
a r e of the sam e b a sic d esign fo r a ll m odels. The
only d ifferen c e is in the s tro k e length w hich fo r a ll
m o d els is dependent upon the axle cap acity . On
conventional cab m odels, th e pow er c y lin d e r p isto n
ro d is th re a d e d d ire c tly onto th e p isto n .
POWER CYLINDER REPLACEMENT
SIDE MOUNTED CYLINDER
R em oval (F ig . 9)
1. C lean d ir t fro m aro u n d hose connections at
the pow er c y lin d e r.
2. D isconnect the two h y d rau lic lin e s connected
to the pow er c y lin d er and d ra in flu id into a contain­
e r . DO NOT R E-U SE FLUID. C over lin e fittin g s
and p o r ts in c y lin d e r. R em ove clip attaching lin e
to b ra c k e t on cy lin d er.
3. R em ove c o tte r p in and loosen (back out)
a d ju s te r s c re w se c u rin g end of th e pow er cy lin d er
to the fra m e m ounted su p p o rt b ra c k e t m ounting
b a ll stu d enough th a t the c y lin d er can be rem o v ed
fro m the m ounting b a ll stud.
4. R em ove c o tte r pin and b a ll stu d nut a t P i t ­
m an a rm ; then rem o v e b all stu d fro m P itm a n a rm
by tapping on end of the b a ll stu d w ith a soft h am ­
m e r. R em ove the pow er c y lin d e r.
In sta lla tio n (F ig s. 9 and 10)
NOTE: When in sta llin g a pow er cy lin d e r hous­
ing and ad justing sc re w a t th e b a ll stu d a ttach m en t,
tighten the sc re w w ith th e b a ll stu d in p la c e until
it b o tto m s, then back the a d ju stm e n t sc re w out to
the n e a re s t aligning slo t and in s ta ll a new c o tte r
p in to s e c u re .

Figure 8 —Pow er C ylinder O il Flow (Typical)

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 9B-13

POWER STEERING

Xv Torque to
35-50 in. lbs.
Torque to
CYLINDER
45-65 in. lb s. BRACKET

CONNECTING
LINK

L. TURN (LO W ER PORT)

RET. (R. TURN) GEAR

u
PITMAN ARM
125-150 ft.-lbs. torque
Dimension " A ” (Then a d v a n c e to n ext
31.07 FULL LEFT TURN (F43) slot fo r c o tte r pin)
31.00 FULL LEFT TURN (F44)
T-6606 22.88 FULL RIGHT TURN (F43)
22.98 FULL RIGHT TURN (F44) T-6607-1

Figure 9 —Side M ounted Pow er Steering Cylinder Figure 10—Side M ounted C ylinder Adjustm ent

1. P o sitio n dust c o v e r o v e r the fra m e m ount­
ing b ra c k e t b a ll stu d , th en p o sitio n the c y lin d e r
onto the stu d .
2. In sta ll ad ju stin g sc re w and tighten un til it
b o tto m s; then b ack s c re w out to n e a r e s t aligning
s lo t and in s e r t a new c o tte r pin to s e c u re .
3. I n s e rt b a ll stu d a t P itm a n a r m and se a t the
ta p e re d stu d into th e P itm a n a r m by tapping lightly
w ith a h a m m e r.
4. In sta ll b a ll stu d nut and to rq u e to lim its
lis te d in "S p ec ific a tio n s" a t end of th is se c tio n , then
tig h ten to next alig n in g s lo t and s e c u re w ith a new
c o tte r p in .
5. P o sitio n dust c o v er tan g s through h oles
p ro v id e d and bend to s e c u re .
6. C onnect the two h y d rau lic lin e s being c a r e ­
ful to connect the lin e s to th e p ro p e r p o rts (fig. 9).
CAUTION: Severe manipulations of
the steering mechanism can result from
crossing hydraulic steering lines, with
possible injury to personnel involved; es­
pecially if hand engages spoke of steering
wheel.
7. Clip h y d rau lic lin e s to pow er cy lin d er and

1 O u ter Tube 7 R etain ing Ring

2 In n e r Tube R e tra c tio n P ort
3 P r e s s u r e R e lie f V alve 9 W iper A ssem bly
4 Oil Seal 10 Guide A ssem bly
5 Oil Seal 11 Piston Rod
6 E x ten sio n P ort 12 Piston

10 9 TPM-7398

Figure 1 1—Pow er C ylinder (Typical)

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 9B-14
POWER STEERING

b leed the h y d ra u lic s y s te m a s explained p re v io u sly
u n d er "B leeding H y d rau lic S y ste m ."
AXLE MOUNTED CYLINDER
R em oval
1. C lean d ir t fro m aro u n d h ose ’connections at
po w er cy lin d e r p o r ts .
2. D isco n n ect h o se s fro m p ow er cy lin d e r,
catching h y d rau lic flu id in a clean c o n ta in e r. C o v er
h o se fittin g s and p o r ts in c y lin d e r to keep d ir t out.
3. R em ove c o tte r p in and loosen a d ju s te r
sc re w se c u rin g end of p o w er c y lin d e r to su p p o rt
b ra c k e t m ounting, th en rem o v e cy lin d e r fro m
m ounting b a ll.
4. R ep eat p ro c e d u re s in Step 3 p re v io u sly ,
and rem o v e op p o site end of c y lin d e r fro m tie ro d
b a ll stud.
In sta lla tio n
1. P o sitio n p o w er c y lin d e r on tie r o d b a lls tu d
and on su p p o rt b ra c k e t m ounting b a ll.
2. T u rn a d ju s te r sc re w a t each end of p ow er
c y lin d e r in tight; th en b ack off to n e a r e s t c o tte r
p in hole and in s ta ll new c o tte r pin.
3. T u rn fro n t w heels fro m e x tre m e rig h t to
e x tre m e le ft and check to se e th a t pow er cy lin d er
does not bottom , p rev e n tin g sto p s fro m hitting the
ax le .
4. C onnect h y d rau lic h o se s to pow er c y lin d er
p o r ts . T ighten hose fittin g s to 25-40 foot-pounds
to rq u e .
NOTE: Make c e rta in h o se s a r e not kinked and
do not bind when w heels a r e tu rn ed .
5. B leed the h y d rau lic sy ste m and b rin g fluid
to p ro p e r lev el a s p re v io u sly d ire c te d .
POWER CYLINDER SEAL
REPLACEMENT
REMOVAL (F ig. 11)
NOTE: The p isto n ro d se a l, w ip e r rin g and
re ta in e r , so ck et end b a ll stu d s e a ts , and a d ju s te r
sc re w s a r e the only p a r ts of the pow er cy lin d er
th at can be re p la c e d .
1. If not p re v io u sly rem oved, re m o v e c o tte r
pin, a d ju s te r sc re w , and b all s e a ts fro m one end
of the pow er cy lin d e r. U se a w ide blad e s c re w ­
d riv e r to tu rn a d ju s te r sc re w out. R ep eat th e se

FRONT AXLE
CYLINDER TO
ASSEMBLY
AXLE BRACKET
«— 3 .7 5 "
in Full Left Turn Position

POWER CYLINDER

CYLINDER TO
TIE ROD BRACKET

VIEW E h*-3.75-H
Note: Before Fully Tightening Bracket
to Tie Rod, Position Cylinder and
Bracket as Shown in View “ F” . Then
Push Steering Knuckle Against Stop
in Full Left Turn Position and Set
Piston Shaft to Dimension Shown in
View “ E” . Tighten Bolts Evenly 25 to 30
Ft.-Lbs. Torque.

Figure 12—A x le M ounted Pow er C ylinder A djustm ent

CHEVROLET 40-60 TRUCK SERVICE MANUAL


p ro c e d u re s a t o pposite end of th e c y lin d e r.
2. L oosen clam p bo lt on th^ o u tsid e of the
so c k e t.
3. U sing a w ide b lade s c r e w d r iv e r to keep
th e p isto n fro m tu rn in g , u n th re a d so ck et end fro m
p isto n ro d .
4. F o rc e p isto n ro d in and out of p ow er cy l­
in d e r to d ra in re m a in in g fluid.
5. U sing T ru -A rc snap rin g p lie r s , rem o v e
th e s c r a p e r r e ta in e r snap rin g fro m groove in
p isto n ro d guide a s se m b ly .
6. Apply a i r p r e s s u r e to th e re tr a c tio n p o rt
in th e guide a sse m b ly w hile at the sa m e tim e hold­
ing a fin g e r o v e r th e extension p o rt (fig. 11). T his
w ill dislodge w ip e r rin g a sse m b ly , s c r a p e r re ta in ­
e r , s c r a p e r r e ta in e r O -rin g s e a l, and p isto n ro d
s e a l fro m the guide a s se m b ly .
CLEANING AND INSPECTION
C lean and in sp e c t th e com ponents u sin g c le a n ­
ing so lv en t and c o m p re s s e d a i r . R ep lace a ll p a r ts
th a t a r e not in f i r s t c la s s condition.
ASSEMBLY (R efer to F ig . 11)
1. L u b ric a te lip of the p isto n ro d s e a l w ith a
th in la y e r of L u b rip la te o r equivalent, and in s e r t
it into the guide a sse m b ly w ith th e "U ” of the cup
to w a rd th e bottom of opening in guide.
2. In s ta ll s c r a p e r r e ta in e r O -rin g s e a l.
3. In s ta ll the s c r a p e r r e ta in e r in guide w ith
"U ” sid e pointing out.
4. I n s e r t the w ip e r rin g a sse m b ly , then usin g
T r u - A r c snap rin g p li e r s , in s ta ll th e re ta in in g
snap rin g . M ake s u r e re ta in in g rin g is w ell s e a te d
in groove of th e guide a s se m b ly .
5. T h re a d th e so c k e t end a sse m b ly on p isto n
r o d u n til it sh o u ld e rs a g a in st the rod.
6. T ighten th e clam p b o lt s e c u re ly .
7. At both ends of th e p o w er c y lin d e r, in sta ll
b a ll s e a ts ; then th r e a d th e a d ju s te r s c re w s into the
so c k e ts lo o sely .
TROUBLESHOOTING THE POWER CYLINDER
POWER CYLINDER LEAKAGE
IN TERN A L LEAKS
In te rn a l leak ag e in th e p o w er c y lin d er w ill
show up in a m o m en tary in c re a s e in d r iv e r effo rt
w hen tu rn in g th e w heel f a s t. If th is o c c u rs , re p la c e
c o m p lete cy lin d e r a s s e m b ly .
EXTERNAL LEAKS
If th e p ow er c y lin d e r is leaking e x te rn a lly ,
w ipe it clean to d e te rm in e w h ere it is leaking.
L eak ag e a ro u n d th e p isto n ro d s e a ls m ay be c o r ­
r e c te d by re p la c in g th e s e a ls . If th e p o w er cy lin ­
d e r s till le a k s a f te r re p la c in g the s e a ls , the p r e s -
Sec. 9B-15
POWER STEERING
POWER CYLINDER ADJUSTMENT
AXLE MOUNTED CYLINDER
A d justm ent dim en sio n s fo r a ll axle m ounted
c y lin d e rs a r e shown in fig u re 12.
1. A ttach pow er cy lin d er to ax le.
2. P o sitio n w heels in full rig h t-h a n d tu rn ,
a g a in st w heel stop.
3. D e p re ss pow er cy lin d er p isto n ro d into
c y lin d e r housing, until it b o tto m s. U sing a g re a s e
p e n c il o r o th e r su ita b le m ark in g d evice, p la c e
m a rk on p isto n ro d a t c y lin d er housing.
4. L o osely a tta c h cy lin d e r tie ro d b ra c k e t, to
tie ro d so th a t it is fr e e to slid e on rod.
5. Extend po w er c y lin d e r p isto n ro d out of
c y lin d e r housing to its full length of tra v e l (bot­
tom ed) and m a rk p isto n rod.
6. D e p re ss p isto n ro d 1 /8 -in c h and tighten to
tie rod. It is im p o rta n t the p isto n ro d be d e­
p r e s s e d 1 /8 -in c h fro m the fully extended p o sitio n
w hile th e p isto n ro d is s e c u re d to the tie ro d .
NOTE: F o r p ro p e r to rq u e on pow er ste e rin g
com ponents, r e f e r to "P o w er S teerin g S p e cific a­
tio n s" la te r .
7. P o sitio n w heels in a full le ft-h a n d tu rn ,
a g a in st w heel stop.
8. C heck th a t f i r s t m arking p isto n ro d (p is­
ton ro d d e p re sse d ) is s till v isib le .
NOTE: P r o p e r a d ju stm e n t of pow er c y lin d er
is ach iev ed when cycled fro m a full le ft-h a n d to
rig h t-h a n d tu rn w ithout the c y lin d er bottom ing.
9. C heck fo r c le a ra n c e of c y lin d e r a t both
axle and tie ro d w hile w heels a r e being tu rn e d .
R ep eat ad ju stm e n t p ro c e d u re , if n e c e s s a ry .
SIDE-MOUNTED CYLINDER
No a d ju stm en t is re q u ire d on sid e-m o u n ted
c y lin d e rs sin c e the d ista n c e betw een b a ll stu d con­
n ectio n s is not su b je c t to a d ju stm en t o r change.
s u r e r e lie f valve is not o p eratin g p ro p e rly and the
co m plete pow er c y lin d er w ill have to be re p la c e d .
Any leakage a ro u n d the w elds on the cy lin d er w ill
n e c e s s ita te rep lac in g the com plete po w er cy lin d er
a sse m b ly . T ighten the ho se connections at th e ex ­
te n sio n and r e tra c tio n p o r ts if th is is a so u rc e of
lea k ag e . If tightening th e connection does not stop
leak ag e, re p la c e co m p lete cy lin d e r asse m b ly .
NOTE: Any dam age to the c y lin d e r w hich w ill
h a m p e r its o p era tio n n e c e s s ita te s re p la c e m en t of
th e co m p lete pow er cy lin d e r a sse m b ly . The cy lin ­
d e r is not s e rv ic e d except fo r the p isto n ro d s e a ls ,
NOTE: R e fe r to "Q uick R e fe re n c e T ro u b le ­
shooting C h a rt” la te r fo r additional in fo rm atio n .
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 9B-16
POWER STEERING

TIE ROD ANTI-ROTATION BUSHING

NOTE: T h ese tie ro d a n ti-ro ta tio n bushing fa s te n e rs a r e im p o rta n t attaching

p a r ts in th at they could affect th e p e rfo rm a n c e of v ita l com ponents and sy ste m s,
a n d /o r could r e s u lt in m a jo r r e p a ir expense. They m ust be re p la c e d w ith p a r ts of
th e sa m e p a r t n u m b e rs o r w ith an equivalent p a r t if re p la c e m e n t b eco m es n e c e s s a ry .
Do not u s e a re p la c e m e n t p a r t of l e s s e r quality o r su b stitu te design. T orque values
m u st be u se d a s sp e c ifie d during re a s s e m b ly to a s s u r e p ro p e r re te n tio n o fp a r ts .

On so m e v e h ic le s c o v e re d by th is m anual and causing tie ro d ends to bind ag ain st the ball

equipped w ith p ow er s te e rin g , a n ti-ro ta tio n b u sh ­
ings a r e in s ta lle d o v e r tie ro d end stu d s betw een
tie ro d ends and s te e rin g a r m s (fig. 13). E ach
bushing c o n s is ts of two cupped w a s h e rs and a ru b ­
b e r w a s h e r. P u rp o se of th e a n ti-ro ta tio n bushings
is to p re v e n t w eight of th e p o w er cy lin d er w hich is
clam ped to th e tie ro d , fro m ro ta tin g the tie ro d
stu d s. B ushings should be re p la c e d if they becom e
w orn enough to p e rm it ro ta tio n of the tie rod.
BUSHING REPLACEMENT
REMOVAL
1. At each end of the tie ro d , rem o v e c o tte r
pin and stu d nut. D is c a rd c o tte r pin.
2. Tap tie ro d loose fro m ste e rin g a rm s .
3. R em ove two cupped m etal w a sh e rs and ru b ­
b e r w a sh e r fro m each tie ro d end stud. D isc a rd
th e s e p a r ts .

INSTALLATION
1. P o sitio n two new cupped w a sh e rs and new
ru b b e r w a sh e r on each tie ro d end stud.
2. L oosen both so ck et end clam p b o lts; then
in s ta ll tie ro d on ste e rin g a r m s , ro tatin g so ck et
ends a s n e c e s s a ry to align p a r ts . The u p p er and
lo w er cupped w a sh e rs m ust be p a ra lle l when no
p o w er o r p r e s s u r e is applied to the tie rod. In sta ll
stu d nuts and new c o tte r p in s.
3. W ith p a r ts p ro p e rly aligned (fig. 13), tighten
so ck e t end clam p b o lts to to rq u e lis te d in "S peci­
fic a tio n s" at end of th is se c tio n .
4. In s ta ll tie ro d b all stu d s to s te e rin g a rm s
and to rq u e to lim its lis te d in "S p ec ific atio n s" at
Figure 13—Tie Rod Anti-Rotation Bushing (Typical) end of th is se c tio n .

OIL COOLER

An oil c o o le r is a tta c h e d to the ra d ia to r fro n t s p e c ia l to o ls and equipm ent a s w ell a s p ro v isio n s

su p p o rt on a ll v e h ic le s w ith pow er s te e rin g except
w ith a ir conditioning.
The oil c o o le r may be rem o v ed fo r r e p a ir o r
re p la c e m e n t by d isco n n ectin g h o ses and rem oving
s c re w s w hich a tta c h it to su p p o rt b ra c e s .
OIL COOLER MAINTENANCE
At re g u la r in te rv a ls , o r when o p e ra tin g con­
d itio n s w a rra n t, exam ine the c o o le r fo r le a k s and
bent fin s. A dam aged o r leaking c o o le r should be
s e rv ic e d by a ra d ia to r s p e c ia lis t o r re p la c e d w ith
a new a sse m b ly . P r o p e r r e p a ir re q u ir e s the u se of
fo r m aking p ro p e r te s ts .
If the c o o le r asse m b ly re q u ire s p ainting, sp ray
w ith sp e c ia l ra d ia to r paint; do not u se p ain t m ixed
w ith o il, a s oil m ixed pain t w ill fo rm an insu latio n
and p re v e n t efficient d issip atio n of heat.
O ccasio n al e x te rn a l flushing w ith w a te r, using
an o rd in a ry hose, w ill help rem o v e d irt, bugs and
o th e r fo reig n m a tte r fro m betw een fin s of c o o le r.
W a te r u n d er p r e s s u r e should be d ire c te d fro m b e ­
hind the co o ler to fo rc e d irt out in opposite d ir e c ­
tion of its e n tra n c e . D ire c t the w a te r s tr e a m ag a in st
edges of fin s (not sidew ays) to e lim in ate d anger of
bending fin s.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 9B-17
POWER STEERING

QUICK REFERENCE TROUBLE SHOOTING CHART

NOTE: Som e of the re m e d ia l p ro c e d u re s su g g ested fo r conditions out­
lin ed in th is c h a rt c o n stitu te overhaul of com ponents which is not w ithin the
sco p e of th is m anual. R efer to "O v erh au l" sectio n of applicable m anual fo r
p ro p e r m ethod of acco m p lish in g th e se c o rre c tio n s .

(Type 553-DV Power Steering )

HYDRAULIC PUMP
CONDITION CAUSE REMEDY
1. Pump Noise. Loose belt. Tighten belt.
Hoses touching other parts of truck. Adjust hose position.
Low oil level. Fill reservoir.
Air in the oil. Locate source of air leak and correct.
Excessive back pressure caused by hoses or steer­ Locate restriction and correct .Bleed system.
ing gear.
Scored pressure plate. Lap away light scoring. Replace heavily scored part.
Vanes not installed properly. Install properly.
Extreme wear of pump ring. Replace ring.
Vanes sticking in rotor slots. Free up by removing burrs or dirt.
Face of thrust plate scored. Lap away light scoring. Replace heavily scored part.
Scored rotor. Lap away light scoring. Replace heavily scored part.
Defective flow control plunger. Replace assembly.

2. Leaks at top of Reservoir too full. Fill to proper level.

of reservoir. A ir in the oil. Locate source of air leak and correct.

3. Leaks at the 0-Ring seal cut. Replace 0-Ring seal.

reservoir. 0-Ring improperly installed. Install seal properly.

4. Leaks at the Not tightened sufficiently. Torque to 30-40 ft.-lbs.

pressure fitting Cross threaded or damaged seat. Replace damaged part.
or mounting stud.
Defective seat on hose end. Replace hose.
Damaged seals. Replace seals.

5. Leaks at the shaft Defective seal. Replace seal.

seal. Damaged shaft. Replace shaft.

6. Leaks in metal Poor casting. Replace defective parts.

parts.

7. Pump inoperative, Loose drive belt. Tighten belt.

poor, or no assist. Low oil level. Fill reservoir to proper level.
A ir in the oil. Locate source of air leak and correct.
Defective hoses or steering gear as determined Correct.
by test outlined under gear section later in this
chart.
Flow control valve stuck. Remove burrs or dirt.
Loose nut in end of flow control valve. Tighten nut.
Pressure plate not flat against ring. Correct condition.
Extreme wear of pump ring. Replace pump ring.

Scored pressure plate, thrust plate, and or rotor. Lap away light scoring. Replace heavily scored parts.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 9B-18
POWER STEERING

8. Pump inoperative, Vanes not installed properly. Install vanes properly.

poor, or no assist. Vanes sticking in rotor slots. Free up by removing burrs or dirt.
Faulty flow control valve assembly. Replace assembly.

CONTROL VALVE AND POWER STEERING GEAR

CONDITION CAUSE REMEDY

1. Gear noise Loose over-center adjustment. Adjust to specification.

(rattle or chuckle). Coupling pin stops, hitting against upper flange. Re-align shaft with gear. Adjust endwise if necessary.
NOTE: A slight rattle may occur on turns because
of the increased lash off the high point. This
is normal.
Gear loose on frame. Check gear to frame mounting bolts. Tighten bolts to specifications.

2. Gear noise There is some noise in all power steering systems. Do not replace valve unless “ hiss” is extremely objectionable. Be
(hissing sound). One of the most common is a hissing sound most sure steering shaft and gear are aligned so the flexible coupling is
evident at standstill parking. not distorted as shaft rotates. Any metal to metal contact through
the flexible coupling w ill transmit the valve hiss into the truck.

3. Valve squawk when Cut or worn dampener 0-Ring on spool Replace dampener 0-Ring, being careful not to cut the new ring at
turning or when installation.
recovering from a Loose or worn valve. Replace valve.
turn.

4. Internal leaks. Momentary increased effort on fast turn. Replace valve.

5. External oil leaks Loose hose connections. Tighten.

(wipe gear thorough­ Damaged hose. Replace.
ly and make sure
Adjuster plug seals Replace seal.
source of leakage
is determined). Torsion bar seal Replace torsion bar and stub shaft assembly.

6. Hard steering Frozen steering shaft bearings. Replace bearings.

while driving. Lower coupling flange rubbing against adjuster. Loosen bolt and assemble properly.
Steering wheel rubbing against gearshift bowl. Adjust jacket endwise.
Steering adjustment tight. Check adjustment by dropping pitman arm from gear or discon­
necting linkage from pitman arm ball. Readjust if necessary.

7. Poor return of Frozen steering shaft bearings. Replace bearings.

steering. Lower coupling flange rubbing against adjuster.
Steering wheel rubbing against gearshift bowl.
Tires not properly inflated.
Incorrect caster or toe-in front wheels.
Tight steering linkage.
Steering gear misalignment.
Tightness of suspension joints.
Steering adjustment tight.
Tight sector to ball nut adjustment.
Thrust bearing adjustment too tight.
Sticky valve spool.
Loosen bolt and assemble properly.
Adjust jacket endwise.
Inflate to specification.
Adjust as described in front axle (Sec. 3) of this manual.
Lubricate linkage as described in lubrication (Sec. 0 ) of this
manual.
Re-shim at frame.
Lubricate or otherwise free up.
Check adjustment by dropping pitman arm from gear or discon­
necting linkage from pitman arm ball. Readjust if necessary.
Adjust in truck to specification.
Remove gear and adjust to specifications.
Remove and clean valve or replace valve.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 9B-19
POWER STEERING

CONTROL VALVE AND POWER STEERING GEAR (Cont.)

CONDITION CAUSE REMEDY

8. Truck leads to one Due to front end misalignment. Adjust to specification.

side or to the other. Unbalanced or badly worn valve. Replace valve.
NOTE: If this is the cause, steering effort w ill be
very light in direction of lead and heavy in oppo­
site direction.

9. Momentary in­ Low oil level in pump. Check oil level in pump reservoir and bring to proper level.
crease in effort Pump belt slipping. Tighten or replace belt.
when turning
wheel fast.
10. Excessive wheel Lash in steering linkage. Adjust parts affected.
kick-back or loose A ir in the system. Add oil to pump reservoir.
steering.
Excessive lash between pitman shaft sector and Adjust to specification.
ball nut.
Loose thrust bearing adjustment. Remove steering gear and adjust to specification.
11. Steering wheel Loose pump belt. Adjust to specification.
surges or jerks
when turning with
engine running—
especially during
parking.
12. Hard steering Loose pump belt. Adjust to specification.
when parking. Low oil level in reservoir. Fill to proper level. If excessively low, check all lines and joints
for evidence of external leakage.
Lack of lubrication in linkage for front suspension. Add lubricant where needed as described in lubrication (Sec. 0 )
of this manual.
Tires not properly inflated. Inflate to recommended pressure.
Insufficient oil pressure. If all of the above checks do not reveal the cause of hard steering,
make the following tests of oil pressure:
a. Disconnect the pressure line at oil pump. Attach gauge to pump.
Connect the hose to end of gauge where the valve is located.
b. With the engine at warm idle and gauge valve open, note the
oil pressure on the gauge while turning steering wheel from one
extreme position to the other. Especially note the maximum
pressure which can be built up with the wheel held in either
right or left extreme position. CAUTION: Do not hold wheel in
extreme position for an extended period of time because it w ill
drastically increase the oil temperature and w ill cause undue
wear on the oil pump.
c. With oil temperature between 150 degrees F and 170 degrees
F, as measured with a thermometer in the reservoir, the maxi­
mum oil pressure should not be less than 600 PSI for satis­
factory power steering operation.
d. If the maximum oil pressure is less than 600 PSI, it indicates
trouble in the pump, steering gear, cylinder, or a combination
of these parts. To eliminate the gear, close the gauge valve
and quickly test pressure of the pump only with the engine at
warm idle; then open the valve to avoid increasing oil
temperature.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 9B-20
POWER STEERING

CONTROL VALVE AND POWER STEERING GEAR (Cont.)

CONDITION CAUSE REMEDY

Hard steering when Comparing the maximum pressures obtained in these two tests
parking. (Cont’d) w ill indicate source of trouble as follows:
(a) First test pressure low and second test pressure norm al—
indicates faulty external oil lines, or steering gear.
(b) First test and second test pressures equally low— indicates
faulty oil pump.
If the above test shows trouble to be in pump, see hydraulic
pump procedures described previously.
If trouble is shown to be in steering gear or hoses, examine for
external oil leaks as described under LEAKS— ITEM 5.

Low oil pressure due to restriction in hoses:

a. Check for kinks in hoses. Remove kinks.
b. Foreign object stuck in hose. Remove hoses and remove restricting object or replace hose.
Low oil pressure due to steering gear

a. Leakage at valve rings, valve body to worm Remove gear from truck for disassembly and replace seals.
seal.
b. Loose fit of spool in valve body or leaky valve Replace valve.
body.

13. Excessive effort Broken torsion bar Replace torsion bar and stub shaft assembly.
to turn.

POWER CYLINDER

1. Internal leaks. Momentary increased effort when turning wheel. Replace cylinder assembly.

2. External leaks. Around piston rod seals. 1. Replace seals.

At hose connections. 2. Cylinder relief valve not w orking—replace cylinder assembly.
Tighten or replace cylinder if tightening does not remedy condition.
Around welded joints. Replace cylinder assembly.

3. Excessive ball End play present. Adjust to specifications.

socket movement. Worn ball seats. Replace seats.

4. Piston rod end Loose bolts. Torque to specifications after proper positioning to specifications.
clamp movement.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 9B-21

POWER STEERING

SPECIFICATIONS
POWER STEERING GEAR APPLICATION CHART

GEAR CENTER
TRUCK SERIES MODEL RATIO POSITION
CE/CS-40; CE/CG/CS-50.................................................................................. 553-DV-73 28.14 to 1 12 O'Clock
CE/ME-60 553-DV-73 28.14 to 1 12 O'Clock
SE/SS-50................................................................................................. ............ 553-DV-79 28.14 to 1 12 O'Clock
TE/TS-50; T E -6 0 ............................................................................................... 553-DV-54 28.14 to 1 6 O’Clock

STEERING GEAR ADJUSTMENT

Thrust Bearing P reload...............................................................................................................1 to 3 Inch Pounds in Excess of Valve Assembly Drag
Thrust Bearing Adjustment Plus Seal Drag......................................................................................................................8 to 10 Inch-Pounds Maximum
Pitman Shaft Preload * ........................................................................................................... 4 to 8 Inch-Pounds in Excess of Total Preload and Drag
Final Over-Cenier Reading—(Total of Valve and Seal Drag, Worm Bearing
Preload and Lash Adjuster P re lo a d )....................................................................................................................................20 Inch Pounds Maximum

♦Readings are to be made through an Arc NOT Exceeding 20° with Gear on Center and Pitman Shaft Backed off.

POWER STEERING HYDRAULIC PUMP

MODEL APPLICATION CHART

TRUCK SERIES PUMP MODEL TYPE

CS 40: CS/SS 50........................................................................ .............................. 235-P-129 Vane
CE-40-50; SE-50; CE/ME-60..................................................... .............................. 235-P-118 Vane
CG-50............................................................................................ ............................. 235-P-107 Vane
TS 50............................................................................................. .............................. 235-P-19 Vane
TE-50 6 0 ....................................................................................... ............................. 235-P-20 Vane

HYDRAULIC PUMP SPECIFICATIONS

VANE TYPE PUMP
Make........................................................................................................................................................................................... Saginaw Steering Gear Division
Type................................................................................................................................................................................................................. ..........................Vane
Models........................................................................................................................................................................................... 235-P-19; 235-P-20; 235-P-36
Capacity Per Minute
Maxim um ........................................................................................ 3.5 G.P.M. of Power Steering Fluid (Specified in LUBRICATION-SEC. 0 ) at
170°F. Temperature When Operating Pump at 1500 R.P.M. Against 50 P.S.I.
Pressure.
M inim um .........................................................................................2.35 G.P.M. of Power Steering Fluid (Specified in LUBRICATION-SEC. O) at
170°F. Temperature When Operating Pump at Idle Speed Against 665/735 P.S.I.
Pressure.
Pressure Relief Valve
Minimum P.S.I...................................................................................................................................................................................................................... 900
Maximum P.S.I......................................................................................................................................................................................................................1000

VANE TYPE PUMP

M ake........................................................................................................................................................................................... Saginaw Steering Gear Division
Type............................................................................................................................................................................................................... ............................ Vane
Models.....................................................................................................................................................................................235-P-107; 235-P-118; 235-P-129
Capacity Per Minute
M axim um ........................................................................................4.25 G.P.M. of Power Steering Fluid (Specified in LUBRICATION-SEC. O) at
170°F. When Operating Pump at 1500 R.P.M. Against 50 P.S.I. Pressure.
M inim um .........................................................................................2r.35 G.P.M. of Power Steering Fluid (Specified in LUBRICATION-Sec. O) at
170°F. When Operating Pump at Idle Speed Against 665/735 P.S.I. Pressure.
Pressure Relief Valve
Minimum P.S.I...................................................................................................................................................................................................................... 900
Maximum P.S.I......................................................................................................................................................................................................................1000

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 9B-22
POWER STEERING

POWER STEERING POWER CYLINDER SPECIFICATIONS

Make........................................................................................................................................................................................... Saginaw Steering Gear Division
Type....................................................................................................................................................................................................................................Hydraulic
M odel.................................................................................................................................................................................................................... See Chart Below

RETRACTED EXTENDED
TRUCK SERIES MODEL LENGTH LENGTH STROKE
CE/CS-40(03)......................................................... .................. 5690726 15.735" 24.795" 9.06"
CE/CG/CS-50(03)................................................... ................. 5690726 15.735" 24.795" 9.06"
CE/ME-60(03-13).................................................... .................. 5690726 15.735" 24.795" 9.06"
CE/CS-40(02)........................................................................... 7802292 16.87" 27.07" 10.20"
CE/CS/SE/SS-50(02).............................................. ................. 7802292 16.87" 27.07" 10.20"
CE-60(02).............................................................. ................. 7802292 16.87" 27.07" 10.20"
TE/TS 50; TE-60.....................................................
(Except F-090; F-120 front axle)............................. ................... 5690726 15.735" 24.795" 9.06"
TE/TS-50; TE-60.....................................................
(with F-090 or F-120 front axle)............................. ................... 5688931 18.915" 29.975" 11.06"

POWER STEERING TORQUE SPECIFICATIONS

TYPE OF TORQUE (1)
LOCATION PART (FT. LBS.)
Steering Gear to Frame Bolt
Conventional Cab and “ S” M odels...................................................................... Nut 90-130
T ilt Cab Models........................................................................................................ Nut 90-110
Pitman Arm to Pitman Shaft
Conventional Cab and "S ” M odels....................................................................
(Pinch B olt).......................................................................................................... Nut 100-110
Steel T ilt Cab Models............................................................................................ Nut 220-250
Steering Gear Adjustments
Lash Adjuster Screw.............................................................................................. Nut 25-35
Side Cover to Housing............................................................................................ Bolt 25-35
Worm Bearing Adjuster Screw............................................................................. Nut 50-110
Control Valve to Steering Gear............................................................................. Bolt 35-45
Hose Fittings to P orts............................................................................................. — 20-30
Steering Column Clamp B o lt.................................................................................... Bolt 15-20
Steering Shaft “ Stop” Clamp B o lt.......................................................................... Nut 8-12
Steering Shaft to Worm Shaft Clamp Bolt
All Except “ S” Models........................................................................................... Nut 40-50
“ S” Models............................................................................................................. Nut 30-40
Steering Connecting Rod Stud to Pitman Arm and Steering Arm
Conventional Cab and “ S” Models (2 )............................................................. Nut 40 (2)
T ilt Cab Models ( 2 ) ................................................................................................. Nut 125-150 (2)
Tie Rod to Steering Arm Stud
F-050; F-055 Front A x le ........................................................................................ Nut 150-160 (2)
F-070 Front A xle...................................................................................................... Nut 150-180 (2)
F-090; F-110; F-120 Front A xle............................................................................ Nut 125-150 (2)

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 9B-23
POWER STEERING

POWER STEERING TORQUE SPECIFICATIONS(CONT.)

TYPE OF TORQUE (1)

LOCATION PART (FT. LBS.)
Steering Tie Rod End Clamp Bolt
F-050, F-055 Front A x le ......................................................................................... Nut 45-55
F-070 Front A xle...................................................................................................... Nut 80-100
F-090, F-110 Front A xle.......................................................................................... Nut 65-75
F-120 Front A xle...................................................................................................... Nut 60-80
Power Steering Cylinder Anchor Bracket to Frame B olt..................................... Nut 80-120
Power Steering Cylinder Anchor Bracket to Axle B o lt........................................ Nut 50-60
Power Steering Cylinder to Pitman Arm S tu d ...................................................... Nut 125-150 (2)
Power Steering Cylinder Anchor Bracket to Tie Rod U-Bolt
Except T ilt Cab Models............................................................................................. Nut 30-40
T ilt Cab Models.......................................................................................................... Nut 35-45
Power Steering Cylinder Anchor Stud to A xle........................................................ Nut 125-150
Power Steering Cylinder Ball Stud Socket Clamp Bolt
With Frame Mounted Cylinder................................................................................ Nut 55-65
Except T ilt Cab Models............................................................................................. Bolt 55-65
T ilt Cab Models.......................................................................................................... Bolt 40-50
Power Steerine Pumo Pullev
CE/CS-40; CE/CS/SE/SS-50.................................................................................... Nut 65-95
CG-50............................................................................................................................. Nut 25-30
TE-50; CE/ME/TE-60................................................................................................. Nut 40-55
TS50............................................................................................................................... Nut 55-65
Power Steering Pump Mounting Bracket to Engine............................................... Bolt 25-30
Power Steering Pump Support Bracket to Mounting B racket............................. Bolt 20-30
Power Steeling Pump to Mounting B racket............................................................ Bolt 25-30
Power Steering Pump to Support Bracket B o lt...................................................... Nut 20-30
Power Steering Pump Stud to Mounting Bracket................................................... Nut 25-30
Reservoir Mounting Bracket to Support.................................................................... Bolt 20-25
Reservoir to Mounting B racket................................................................................... Bolt 20-25
Oil Cooler to Support B racket.................................................................................... Bolt 10-15
Vane Type Hydraulic Pump *
Mounting Bolt or Stud.............................................................................................. — 25-40
Port F ittin g .................................................................................................................. — 25-40
Slipper Type Hydraulic Pump
Reservoir Cap Screw................................................................................................. — 15-20
Pressure Relief Valve................................................................................................ — 30
Front Insert N ut......................................................................................................... Nut 95-105
(1) NOTE: All Tapered Ball Studs must be Clean and Dry.
(2) Tighten Nut to Specified Torque, then Advance to Next Aligning Slot and Install a New Cotter Pin.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 9B-24
POWER STEERING

A sa tis fa c to ry s te e rin g sy ste m depends upon

m aintaining com ponents in good condition, w ith a
m inim um am ount of w e ar p e rm itte d . P r o p e r a lig n ­
m ent, and lu b ric a tio n w ill pay dividends in d riv e r
s a tisfa c tio n , and in t i r e econom y.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 I
SECTION 10
l/U heeli an d
C ontents of th is se ctio n a r e lis te d in Index below:
S ubject P ag e No.
G e n e ra l D e s c r i p t i o n ......................................... 10-1
W heel Nut Tightening S e q u e n c e ................... 10-1
C a st Spoke W h e e l ......................................... 10-1
D isc -T y p e W heels ..................................... 10-1
D ual W h e e l s ........................................................ 10-2
W heel Studs o r B olts and N u t s ................... 10-2
W heel Inspection ............................................. 10-3
T ir e s ................................................................... 10-4
Inflation of T ir e s ............................................. 10-4
B alanced I n f l a t i o n ......................................... 10-4
P r e s s u r e L o ss ............................................. 10-5
V alve C o re and C a p ......................................... 10-5
T ir e R otation ..................................................... 10-5
GENERAL DESCRIPTION
W heels u se d on v eh icles co vered in th is m an­
u al a r e D isc, C a st, o r Budd type (fig. 1). D isc
w h eels a r e s e c u re d on hub stud s w ith nuts. Budd
type fro n t w heels have a single nut, w hile r e a r
w heels have in n e r and o u te r nu ts. On c a s t s te e l
w h eels, tir e s a r e m ounted on r im s which a r e s e ­
c u re d on w heel w ith rim clam p s, stu d s, and nuts.
WHEEL NUT TIGHTENING SEQUENCE
On a new v eh icle, o r a fte r a wheel has been
changed, the w heel nut to rq u e m ust be checked at
in te rv a ls of 100, 500, 1,000, and ev ery 1,000 m iles
th e r e a f te r .
NOTE: W heel hub flan g es, w heels, stu d s, and
stu d nuts should be fre e of ru s t, lu b ric a n ts, d irt,
and fin ish c o lo r p ain t on a ll "faying" su rfa c e s to
e n su re p ro p e r to rq u e re te n tio n .
CAST SPOKE WHEEL (Fig. 2)
1. In sta ll t ir e and rim a ssem b ly to axle hub.
a. In sta ll rim s p a c e r ( r e a r only).
b. In s ta ll o u te r r e a r t ir e and rim asse m b ly
w ith valve ste m opposite valve ste m on in n e r tir e
and rim a sse m b ly .
2. In sta ll r im clam p s and nuts. P o sitio n and
fin g e r tighten.
3. S ta rtin g a t bottom , tighten No. 1 nut to 15
to 20 foot-pounds to rq u e.
4. T orque nuts 2, 3, 4, 5, and 6 (if used) using
in d icated seq uen ce to 190 to 210 foot-pounds.
Sec. 10-1
S ubject P age No.
T ire R em oval and I n s t a l l a t i o n ...................10-5
Safety P re c a u tio n s ..................................... 10-5
M atching Side and L ock R i n g s ............... 10-6
T ube-T ype W heels and T i r e s ...................10-6
Two Section R i m s .........................................10-6
T h re e Section R i m s ..................................... 10-8
Selection of T i r e s .............................................10-9
W heel and T ire B a l a n c i n g ..............................10-9
S tatic B a l a n c e ................................................ 10-10
D ynam ic B alance .........................................10-10
C o rre c tin g I r r e g u la r T ire W ear . . . . 10-10
S p ecificatio ns .................................................... ... 10-11
5. R etorque nut No. 1 to 190-210 foot-pounds.
6. W heel cla m p s m u st be se ate d following
w heel c irc u m fe re n c e .
CAUTION: DO NOT TIG HTEN NUT
WITH C L A M P IN CO CKED POSITION.
7. W heel runout m e a su re d at the t i r e sidew all
should not exceed 1 /8 -in c h on fro n t w heels and
3 /1 6 -in c h on r e a r w h eels.
D ISC-TY PE WHEELS (Fig. 3)
1. In sta ll t ir e and w heel a ssem b ly to axle hub.
2. In sta ll a ll nuts lo osely. F in g e r tighten in n er
w heel nuts (re a r) o r w heel nuts (front) m ark ed by
a rro w s .
3. Then, tighten nuts to sp ec ified to rq u e in
sequence illu s tr a te d .
4. In sta ll o u te r r e a r tir e and w heel assem b ly
w ith valve ste m opposite valve ste m on in n er tir e
and w heel a sse m b ly .
a. In sta ll and fin g er tighten o u te r nuts m ark ed
by a rro w s .
b. Then, tighten to sp ecified to rq u e in sequence
illu s tra te d .
5. T orque re q u ire m e n ts:
D isc (E xcept Budd Type) - 300-400 f t.- lb s .
D isc (Budd - Steel) - 500-550 f t.- lb s .
D isc (Budd - A lum inum Hubs o r W heels) -
450-500 ft. lb s.
NOTE: All B udd-type in n e r and o u te r n uts u sed
on the rig h t sid e of the v ehicle have rig h t-h a n d
th re a d s . All in n e r and o u te r nuts u sed on left side
have le ft-h a n d th re a d s . Both in n e r, and o u te r nuts
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 10-2

WHEELS AND TIRES

a r e a p p ro p ria te ly stam p ed w ith the le tte r "L " to

signify le ft-h a n d o r "R " to signify rig h t-h a n d . C a re
should be e x e rc is e d to p re v e n t try in g to u se the
w rong th re a d nut fo r the re sp e c tiv e sid e , a s dam ­
age to the stu d th re a d s could o c c u r.

DUAL WHEELS
When in sta llin g dual w heels, p o sitio n valve
s te m s 180 d e g re e s a p a rt (D isc-T ype) o r a s clo se
to 180 d e g re e s a s p o ssib le (C ast-T y p e).
5 STUD CAST TYPE WHEEL
On B udd-type dual w heels, lo o sen o u te r nuts
5
b e fo re attem p tin g to to rq u e in sid e nu ts, then to rq u e
ou tsid e nu ts.

CAUTIO N : When removing dual cast

spoke type wheels, loosen all nuts approx­
imately flush with end of stud, then tap
clam ps to loosen wheel. Refer to fig u re 4.
Do not remove nuts until clam ps are free
as clam ps may fly off studs.

1
6 STUD CAST TYPE WHEEL M9» WHEEL STUDS OR BOLTS AND NUTS
If any w heel e x p e rie n c e s a sin g le stu d fa ilu re
Figure 2 —W heel Nut Tightening Sequence (Cast Type W heels ) c a u se d by a lo o se -ru n n in g w heel, a ll stu d s should

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 II

Sec. 10-3

WHEELS AND TIRES

be re p la c e d . A lo o se -ru n n in g w heel m ay c au se only

one stu d to b re a k , but m o re stu d s could be fatigued
to the point of fa ilu re , but not e a sily n o tic ea b le. R e ­
p lacin g only the one b ro k en stu d and rem ounting
th e w heel could then p ro m o te fu rth e r and p o ssib ly
s e r io u s fa ilu re . If stu d h o les in w heels have b e ­
com e elongated o r d is to rte d , re p la c e the w heel.

NOTE: T h ese w heel to hub stu d and nut fa s te n ­

e r s a r e im p o rtan t attach in g p a r ts in th a t they could
a ffe c t th e p e rfo rm a n c e of v ital com ponents and
s y s te m s , a n d /o r could re s u lt in m a jo r r e p a ir ex ­
p e n s e . They m u st be re p la c e d w ith one of the sa m e
p a r t nu m b er o r w ith an equivalent p a r t if re p la c e ­
m en t b eco m es n e c e s s a ry . Do not u se a re p la c e m e n t
p a r t of l e s s e r quality o r su b stitu te design. T o rque
v alu es m u st be u se d a s sp e c ifie d during r e a s s e m ­
bly to a s s u r e p ro p e r re te n tio n of th e se p a r ts .

WHEEL INSPECTION
Figure 3 —W heel Nut Tightening Sequence (Disc Type W heels)
Do not u se w heels w ith bent r im s . The con­
tin u ed u se of su ch w h eels w ill r e s u lt in e x c e ssiv e
t i r e w e a r and, if w heel is m ounted on fro n t of v e ­
h ic le , d ifficulty in s te e rin g w ill be ex p erien c ed .
W heels th a t a r e thought to be d is to rte d m ay be
check ed a s follow s, r e f e r r in g to fig u re 5 fo r check ­
ing p o ints:
1. R a ise axle at sid e to be checked and safely
su p p o rt u n d ern eath .
2. Tool fo r checking ru n -o u t m ay be re a d ily
im p ro v ise d a s follow s:
S ecu re block of wood a p p ro x im ately 6M x 6"
x 14” o r m a te ria l w ith su ita b le b a se so it w ill r e ­
m ain p o sitio n ed . S e c u re thin p ie c e of wood o r s u it­
ab le m a te ria l 10 in c h e s long, such a s r u le r o r
y a rd s tic k , and fa ste n to wood block to a height in
re la tio n to r im s u rfa c e s a s shown in fig u re 5. Figure 4 —Clam p Rem oval (Dual Spoke W heel)
T ig h ten sc re w su ffic ie n tly so p o in te r w ill hold its
p o sitio n when a d ju ste d .
3. P o sitio n p o in te r a t crow n of r im (A, fig. 5).
Slowly re v o lv e w heel and m ove p o in te r to w ard w heel
u n til it c o n ta c ts w heel a t n e a r e s t point.
4. C ontinue to re v o lv e w heel and check am ount
of la te r a l ru n -o u t (am ount of w heel sid e w obble).
T h is should not exceed 3 /3 2 -in c h .
5. P la c e point of m a rk e r a t in sid e of w heel at
p o in t ”B ,” in fig u re 5. Follow th e p re v io u s p ro c e d ­
u r e to check ra d ia l ru n -o u t (o u t-o f-ro u n d condi­
tion); th is should not ex ceed 3 /3 2 -in c h . If w heel is
d is to rte d beyone th e s e dim en sio n s it should be
re p la c e d .
6. If doubt e x is ts w h eth er the w heel o r hub is
d is to rte d , hub may be checked a s follow s: R eplace
th e ex istin g w heel w ith a w heel known to be tru e .
R evolve the w heel and m ake the p re v io u sly m en­
tio n ed te s ts . If te s t s a r e w ithin lim its , the hub is
s a tis fa c to ry , but w heel is sp ru n g .
7. A d ism ounted w heel m ay be checked fo r

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 10-4
WHEELS AND TIRES
1, , 1, 1, 1 i , l , i . l . i . 1 . 1 . 1 . i . i f | , l , i . I , i . I , i , l . i . l , j . 1, 1, 1. i , ! , i , I, i,l
^ ^ S T R A I G H T E D
Measurements should be taken at four
equally spaced locations around hub
of wheel
'(( ___________________ ______ _
Figure 6 —Typical W heel Checking Diagram
sid e wobble by p lacin g a s tra ig h t-e d g e on fa c e o r
hub of w heel. M e a su re d ista n c e fro m s tr a ig h t­
edge to edge of w heel rim , th is should be checked
at fo u r equally sp a c e d lo c a tio n s. If d ista n c e is the
sa m e a t a ll p o sitio n s w heel is not d isto rte d (see
fig. 6). A d ism ounted w heel m ay also be checked
fo r ra d ia l, and la te r a l ru n -o u t if d e s ire d , by te m p ­
o r a r ily m ounting it to a hub on v eh icle. Follow the
p re v io u s S teps 2, 3, 4, and 5.
TIRES
T ub e-ty p e t i r e s a r e sta n d a rd and optional on
a ll v e h ic le s co v ered in th is m anual.
One of th e m o st im p o rta n t fa c to rs of econ­
o m ical and s a fe tru c k o p e ra tio n is s y s te m a tic and
c o r r e c t t i r e m ain ten an ce. The t ir e s m ust not only
su p p o rt the w eight of the loaded v eh icle, but they
a lso s e rv e to tr a n s m it d riv in g and b rak in g fo rc e s
to ro ad su rfa c e . T h e re fo re , the t i r e s u se d on a ll
tru c k s should re c e iv e th e sa m e am ount of c a re fu l
s y s te m a tic , and r e g u la r m aintenance a s do o th e r
o p e ra tin g u n its. The th r e e m a jo r c a u se s of t ir e
tro u b le s a r e (1) u n d erin flatio n (2) b r u is e s and (3)
m isalig n m en t. T ir e s should be checked p e rio d ic ­
a lly to p re v e n t e x c e ssiv e dam age cau sed by th e se
conditions.
P e rio d ic a lly check the valve ste m c o re s and
c a p s fo r leak ag e. A lso, check aro u n d t i r e s fo r
em bedded s te e l, ro c k , o r g la s s . If any of th e se
o b je c ts a r e allow ed to re m a in in tre a d , they may
eventually re a c h the tube.
NOTE: In so m e in sta n c e s the tube of an in ­
fla te d t i r e m ay a lre a d y be p u n ctu red and p r e s s u r e
w ill be lo s t only when o b ject is rem oved.
INFLATION OF TIRES
U n d e r-in fla tio n is the g r e a te s t c au se fo r lo s s
of t i r e life expectancy. T ir e s should be checked
fre q u en tly fo r th is condition. The fa b ric , ru b b e r,
b ead, contour, and s iz e of t i r e s u se d on th e s e v e ­
h ic le s a r e designed to obtain m axim um length of
s e rv ic e u n d e r a ll o p e ra tin g conditions to w hich
v eh ic le s may be su b jected . TIRES ARE DESIGNED
TO OPERATE EFFIC IEN TLY ONLY ON A P R E ­
SCRIBED AMOUNT O F AIR. U nless the c o rr e c t
G E
a i r p r e s s u r e is c o n sisten tly m aintained, the tir e s
w ill not function a s they should; consequently, safe
econom ical o p eratio n of vehicle w ill be m a te ria lly
affected .
An u n d e r-in fla te d tir e ru n s slu g g ish ly , h e ats
up quickly b ecau se of the g r e a te r flexing, and is
su b je c te d to m o re freq u e n t b ru isin g . In the s itu a ­
T-5636
tion of d uals, lo s s of p r e s s u r e in one tir e could
c a u se slip p ag e of rim on w heel w ith the r e s u lt of
t ir e , tube, rim , and s p a c e r lo s s . On the o th e r hand,
o v e r-in fla tio n may w eaken the t ir e , causing a blow ­
out. In addition to the d e te rio ra tin g effect im p ro p ­
e rly in flated ti r e s may have on the t ir e life , th is
condition w ill affect s te e rin g , rid in g co m fo rt, and
sa fe driv in g . FOLLOW THE TIRE PRESSURE
RECOMMENDATIONS O F THE TIRE MANUFAC­
TURER.
F o r g re a te r rid in g com fo rt, pro lo n g ed tir e
life, and to red u ce w e ar and te a r on the tru c k
c h a s s is , tir e s should be in flated fo r loads c a r r ie d
on tir e s a s in d icated in " T ire Load and Inflation
T ab le" in "S p ecificatio n s" a t end of th is se ctio n .
In no c a s e should th is com bined fro n t and r e a r
tir e load exceed the m axim um recom m ended load
shown in "L oad C apacity C h a rt" in the c u rre n t
O w ner’s and D r iv e r 's M anual.
Many com ponents of tru c k s a r e designed fo r
d efinite lo a d -c a rry in g c a p a c itie s . F o r exam ple,
the s tre n g th of the s p rin g s is re la te d to the s p e c i­
fie d load lim it; if th is lim it is exceeded, a sp rin g
could b re a k , c re a tin g a p o ten tia l safety h a z a rd .
O verloading the tru c k m ight pro d u ce a s im ila r
p ro b le m w ith re s p e c t to the fra m e , ax le s, tir e s ,
o r w heels.
The w eight capacity of a tru c k is contained on
the m etal GVW p late. T h is p la te sp e c ifie s the m ax­
im um g ro s s v eh icle w eight ra tin g of tru c k and r e ­
f e r s to the T ru c k O w n e r's Guide fo r additional
lo ad cap acity info rm atio n re g a rd in g t i r e and sp rin g
o p tio n s. "G ro ss veh icle w eight” m eans the to tal
w eight of the vehicle including th e load being c a r ­
rie d . It is im p o rtan t not exceed the m axim um
g ro s s v ehicle w eight ra tin g of a tru c k , and th at
p ro p e r d istrib u tio n of the load betw een the fro n t
and r e a r a x les be m ain tain ed in o r d e r not to ex ­
ceed the t i r e and sp rin g cap acity . The b e st m ethod
to check th is w eight d istrib u tio n is to w eigh the
tru c k at a highway w eigh sta tio n o r at a lo cal co m ­
pany having s c a le s to w eigh v eh ic le s. (The w eight
on the r e a r w heels and fro n t w heels should be d e­
te rm in e d se p a ra te ly .)
BALANCED INFLATION
The whole efficiency of the vehicle w ill be up­
s e t if a ir p r e s s u r e in the t i r e s a r e o u t-o f-b a la n c e.
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 II

Sec. 10-5

WHEELS AND TIRES

B a la n c e d inflation m ay be e x p re s s e d a s: A ll tir e s
on the sa m e ax le should alw ays c a r r y th e sam e
a i r p r e s s u r e . A d ifferen ce in a i r p r e s s u r e of the
r e a r t i r e s and th e fro n t t ir e s m ay be p e rm is s ib le
w ithin c e rta in lim ita tio n s; how ever, th e re should
not be a d ifferen ce in p r e s s u r e s betw een the rig h t
and le ft t i r e s on th e sa m e ax le. A 5-pound u n d e r­
in flatio n in one fro n t t i r e not only can d e stro y e a se
of s te e rin g , but c r e a te s s te e rin g h a z a rd s w hich
g e n e ra lly point to a p o te n tia l a c c id e n t. An u n d e r­
in fla te d r e a r t i r e can d e stro y th e v alue of th e m ost
e ffic ie n t b ra k e s . B alan ce t i r e s fo r e a se of ste e rin g ,
c o m fo rt in rid in g , safety in driv in g , a s w ell a s fo r
m inim um fuel consum ption and m axim um t ir e m ile ­
ag e.
TIRE REM O VAL AND INSTALLATION
PRESSURE LOSS
At p e rio d ic in te rv a ls , each t i r e should be SAFETY PRECAUTIONS
gauged fo r p r e s s u r e lo s s w ith an a c c u ra te gauge
b e fo re t i r e s a r e b ro u g h t to c o r r e c to p e r a tin g p r e s - U NLESS E X P E R IE N C E D , DO NOT
s u r e . The p u rp o se of th is check is to d e te rm in e A T T E M P T TO R E P A IR TIRE. HAVE R E ­
th e exact p r e s s u r e lo s s in each t i r e . In o th e r P AIRS M ADE BY A R E L IA B L E T IR E
w o rd s, if a t the tim e th is ch eck is m ade, a definite R E P A IR SHOP.
p r e s s u r e lo ss is noted in any one of the t i r e s , an Most truck '’rim accidents" are caus­
in sp e c tio n should be m ade of the ti r e showing the ed by carelessness, thoughtlessness, or
lo s s and th e c a u se of lo s s c o rre c te d . T h is m ethod lack of experience, when inflating the tire
sh o u ld d efin itely e s ta b lis h a "d an g er sig n a l" on after mounting. Such accidents are always
th e condition of th e t i r e s . The p r e s s u r e lo s s check serious and sometimes fatal. Be on the
sh o u ld be m ade c o n siste n tly w ith th e sa m e gauge, safe side - - always follow the precautions
so th a t any ele m e n t of in a c c u ra cy in th e gauge w ill explained following:
be the sa m e fo r a ll t i r e s . On all rims, the lock ring must be
fully seated in the rim gutter before in­
VALVE CORE AND CAP flating tire. This is important for the safe­
ty of the person inflating the tire. As a
T he valve c o re is a sp rin g -lo a d e d check valve safety measure, observe the following
in the valve s te m , p e rm ittin g inflation o r deflation precautions:
of th e tube o r t i r e . T h is check valve, o r c o re , is
On Budd or Disc Type wheels, wrap
not intended to hold th e a i r durin g o p e ratio n . The
three lengths of chain evenly spaced
v alv e cap is p ro v id e d to s e a l the a i r in the tube
around tire and rim through hand holes.
and t i r e . When v alve cap is tightened down on ste m ,
Leave chain loose enough to permit ex­
th e se a lin g w a sh e r in sid e cap is p re s s e d tightly
pansion of tire during inflation. Leave
a g a in st top of s te m , p re v e n tin g a i r leak ag e. It is
chains in place until tire is fully inflated,
im p o rta n t, th e re fo re , th a t valve cap s be u se d at
examine lock ring to see that It is fully
a ll tim e s .
seated, then remove safety chains.
On cast wheels, wrap tire and rim
TIRE ROTATION with a chain at opposite sides of rim and
secure ends of chain. Leave chain loose
T ir e s should be in te rc h a n g e d at re g u la r in ­ enough to permit expansion of tire during
te r v a ls to obtain m axim um t i r e life . R e fe r to fig ­ Inflation. After inflating, examine lock
u r e 7. If th e re is uneven tr e a d w e a r on fro n t t i r e s , ring to see that it is fully seated, then
ro ta te t i r e s im m e d ia te ly and check v eh icle fo r remove chain.
m ech an ical ir r e g u la r itie s . Since th e r e a r e th re e
t i r e s on each sid e of th e v eh icle, the fro n t tir e s
should be m oved to th e r e a r when 1/3 of the tre a d When ti r e s a r e m ounted on d irty o r c o rro d e d
life h as been u se d . When t i r e s a r e m oved to r e a r , r im s , o r when they a r e not p ro p e rly c e n te re d on
follow rec o m m e n d a tio n s a s d e s c rib e d la te r u n d e r r im s , the tir e bead may "bind" on th e rim , and
"S electio n of T ir e s " in m atching th em w ith o th e r re fu s e to s e a t. A llowing p r e s s u r e to continue to
t i r e s . Mount new t i r e s on fro n t. b u ild up w ithin the asse m b ly in an atte m p t to se a t

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 10-6

WHEELS AND TIRES

the t i r e bead is a DANGEROUS PRACTICE which 2. I n s e rt tube in t i r e and in flate u n til it is

can re s u lt in a b ro k en t i r e bead, and s e rio u s in ­ n e a rly rounded out.
ju ry to th e s e rv ic e m a n . A ll of the follow ing safety 3. In sp ect rim fo r r u s t sc a le and bent flanges
p re c a u tio n s should be o b se rv e d . - - clean r u s t sc a le and stra ig h te n flanges w here
1. Make s u r e th a t r im flan g es and bead ledge n e c e s s a ry .
(esp ec ially hump and rad iu s) a r e a s a r e sm ooth 4. U sing a b ru sh o r cloth sw ab, apply a so lu ­
and clean . R em ove any oxidized ru b b e r, d rie d soap tion of n e u tra l vegetable oil soap to the in sid e and
solution, r u s t, heavy p ain t, e tc ., w ith a w ire b ru sh , ou tsid e of t ir e b eads and also to the tim sid e of
o r in e x tre m e c a s e s , a file . th e tube. Do not allow soap solution to run down
NOTE: R epaint b a re m etal w ith a good g ra d e into t i r e . In s e rt flap in tir e if used.
of alum inum p a in t o r equivalent, to p re v e n t ru s t. 5. C en te r valve and pu ll it firm ly a g a in st the
2. L u b ric a te t i r e b ead s, rim flan g es, a n d b e a d rim . Hold in th is p o sitio n and in flate un til tir e
ledge a r e a s w ith a lib e r a l am ount of thin v egetable b eads a r e firm ly s e a te d on rim a g a in st flan g es.
o il soap solu tio n , o r ap proved ru b b e r lu b ric a n t. 6. C om pletely d eflate tir e by rem oving valve
3. In su re th at a i r p r e s s u r e bu ild -u p during c o re . R e -in fla te to c o r r e c t p r e s s u r e .
the bead se a tin g p ro c e s s is not allow ed to exceed
NOTE: When tube and flap a r e not p ro p e rly
40 pounds p r e s s u r e .
lu b ric a te d and m ounted, they w ill s tr e tc h thin in
IMPORTANT: If b ead s have not s e a te d by the
th e tir e bead and rim reg io n . T his w ill cau se p r e ­
tim e p r e s s u r e re a c h e s 40 pounds, a sse m b ly should
m a tu re fa ilu re .
be deflated, re p o sitio n e d on rim , re lu b ric a te d , and
re -in fla te d .
4. Make s u r e valve c o re is in s e rte d in valve TWO SECTION RIMS
To fa c ilita te a sse m b ly and rem o v al, two c u t­
s te m p r io r to in flatin g .
away se c tio n s "A ” (fig. 8), and an o p e ra tin g notch
5. U se an ex ten sio n gauge w ith clip on chuck
"B " a r e in c o rp o ra te d in the locking flange of the
so a ir p r e s s u r e build-up can be c lo sely w atched
sid e rin g .
and so th at you can sta n d w ell back fro m th e a s ­
In se p a ra tin g the sid e rin g fro m the w heel rim
sem b ly during th e b ead se a tin g p ro c e s s to avoid
of the s p a re o r new w heel fo r tir e in sta lla tio n ,
p o ssib ility of p e rs o n a l in ju ry .
sta n d the w heel up w ith the o p eratin g notch in the
sid e rin g a t the top. The s tra ig h t end of a t ir e iro n
MATCHING SIDE AND LOCK RINGS
is in s e rte d and d riv en into the o p eratin g notch (fig.
Side and lock rin g s of d iffe re n t r im ty p es a re
9). The tool is m oved a s a le v e r to lift the side
not in te rc h a n g e ab le . Some may a p p e a r to be, but
rin g away fro m the rim . A fter the sid e rin g has
they do not fit p ro p e rly on the r im b a s e . S erio u s
p a s s e d o v er the rim g u tte r a t the o p e ra tin g notch,
ac c id e n ts have r e s u lte d fro m the u se of m is ­
w ork p ro g re s s iv e ly aro u n d e n tire rim u n til sid e
m atched rim g s . R im b a se and rin g s m ust be m atch ­
rin g is se p a ra te d fro m w heel rim .
ed acco rd in g to m a n u fa c tu re r, s iz e and ty p e. T his
in fo rm atio n is sta m p e d on each p a r t.
D em ounting T ire
T U B E -T Y P E WHEELS AND TIRES 1. C om pletely d eflate t ir e by rem oving the
valve c o re .
In sta llin g Synthetic T ubes
2. L oosen the tir e bead fro m its s e a t in the
1. B efo re in sta llin g tube in ti r e , clean in sid e
sid e rin g by driving the tir e iro n betw een the tir e
of casin g thoroughly.
bead and the sid e rin g (fig. 10). R epeat th is o p e r ­
ation p ro g re s s iv e ly aro u n d the sid e rin g pry in g
u n til bead is lo o se.
3. In s e r t s tra ig h t end of t i r e iro n into o p e r­
atin g notch lo c a te d at double p im p le s "B " (fig. 12).
4. P u sh sid e rin g down a t point opposite o p e r­
ating notch and fo rc e tir e iro n handle down causing
sid e rin g to disengage fro m rim g u tte r. R epeat
p ro g re s s iv e ly around the sid e rin g , pry in g rin g
fro m rim g u tte r un til fre e .
5. To fre e opposite tir e bead fro m w heel rim ,
tu rn tir e o v e r and re p e a t bead loosening o p e ra tio n
(fig. 11).
NOTE: It is not n e c e s s a ry to rem o v e sid e rin g
LL?843 fro m t ir e bead if t ir e is to be rem o v ed fo r tube
r e p a ir only. Sim ply lo o sen tir e bead fro m w heel
Figure 8 —Slide Ring A ssem bly Points rim a s shown in fig u re s 10 and 11 and rem o v e tube.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 II

Sec. 10-7

WHEELS AND TIRES

Figure 9 —Tire Iron in O perating Notch Figure 11 —Loosening Tire Bead

Two S ection R im s - M ounting T ire rin g dow nward a t a point betw een op eratin g notch
1. R em ove a ll r u s t s c a le fro m w heel rim and and cu t-aw ay se c tio n , th e re b y engaging sid e rin g
s id e rin g . o v e r r im g u tte r a t th e se po in ts.
2. I n s e r t tube in t i r e and in flate u n til tube is 10. R em ove tool and s tr ik e additional blow s
n e a rly rounded out. p ro g re s s iv e ly to w ard o th e r cut-aw ay se ctio n until
3. L u b ric a te t i r e b e a d s, rim sid e s of tube to e of sid e rin g h as p a s s e d o v er th e rim g u tte r.
and both sid e s of flap w ith a so lu tio n of n e u tra l
v eg etab le soap o r equivalent ru b b e r lu b ric a n t.
I n s e r t flap in t i r e .
4. P la c e d isc p o rtio n of w heel on flo o r w ith
r im g u tte r up and in s ta ll t i r e and tube a sse m b ly
indexing tube s te m w ith s te m su p p o rt in w heel rim
and w ith valve ste m p ointing in d e s ire d d ire c tio n .
5. P la c e sid e rin g in p o sitio n w ith o p eratin g
n otch "B " (fig. 13) ap p ro x im a te ly th re e in ches fro m
v alve on e ith e r s id e .
6. The two cu t-aw ay se c tio n s o pposite each
o th e r "A ” (fig. 14) on in n e r d ia m e te r of sid e rin g
a r e p o sitio n ed so a s to span the r im g u tte r.
7. At point "C " o p p o site valve, fo rc e rin g into
r im g u tte r a s f a r a s p o s s ib le .
8. I n s e r t s tra ig h t end of tir e iro n into o p e ra t­ Figure 12—D isengaging Side Ring From Rim Cutter
ing notch "B " (fig. 15). T hen p u ll in the d ire c tio n
in d ic a te d . 11. W hile the sid e rin g is being ap p lied to
9. R etain p r e s s u r e w ith tool and s tr ik e side the w heel rim , it is tig h t and r e q u ir e s fo rc e o r

Figure 10—Loosening Tire Bead Figure 13—Position Side Ring

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 10-8
WHEELS AND TIRES
T-3849
Figure 14—Positioning Ring in Rim Gutter
h a m m e r blow s to co m p lete the ap p licatio n . When
sid e rin g is co m p letely in s ta lle d on the rim , it is
no lo n g e r tig h t and can be d e p re s s e d o r w ill y ie ld
to a light h a m m e r blow . P re c a u tio n sh o u ld b e taken
to se e th at sid e rin g is not binding on the r im and
can be fre e ly d e p re s s e d (fig. 16) b e fo re inflating
tir e .
THREE SECTION RIMS
Dem ounting T ire
1. C om pletely deflate ti r e by rem o v in g the
valve c o re .
2. U sing a h a m m e r, tap aro u n d th e sid e rin g
p ro g re s s iv e ly to m ove it in to w ard the c e n te r of
th e rim u n til it c le a r s th e clam p rin g (fig. 17).
3. S ta rtin g at th e s p lit in the clam p rin g ,
r a is e its end out of th e r im g u tte r, u sin g a s c re w ­
d r iv e r and the t i r e iro n (fig. 18). Then re m o v e the
clam p rin g by p ry in g it out of the g u tte r w ith the
t i r e iro n , moving p ro g re s s iv e ly aro u n d th e rim .
4. D riv e the cu rv e d end of the ti r e iro n in b e ­
tw een the sid e rin g and the t i r e bead (fig. 19). Then
p ry down on th e op p o site end of t i r e iro n to m ove
th e tir e bead away fro m th e sid e rin g flange.
Figure 15—Engaging Side Ring O ver Rim Gutter
Figure 16—Checking Side Ring for Bind on Rim
5. Continue the foregoing o p era tio n p r o g r e s s ­
ively around the t ir e un til sid e rin g is rem oved.
NOTE: The t i r e bead s e a t on the sid e rin g is
slig h tly ta p e re d ; th is design m akes rem o v al of
rin g m uch e a s ie r .
6. P u sh the valve ste m up in sid e the tir e to
p re v e n t dam age w hile rem oving the t i r e . The t ir e
m ay be rem o v ed fro m the rim by tu rn in g it o v er
and follow ing the p ro c e d u re in Step 4.
M ounting T ire
1. R em ove a ll r u s t sc a le fro m the rim , side
rin g and clam p rin g .
2. In s e r t tube in tir e and in flate un til tube is
n e a rly rounded out.
3. L u b ric a te tir e b ead s, rim sid e s of tube,
and both sid e s of flap with a solution of n e u tra l
v eg etable o il soap o r equivalent ru b b e r lu b ric a n t.
In s e r t flap in t ir e , if u sed .
4. P la c e tir e on rim w ith valve in line w ith
th e valve hole in rim . In s e rt valve through hole,
then w ork tir e onto rim .
5. P la c e sid e rin g into p o sitio n on tir e and
r im . Then p r e s s the sid e ring into t ir e and onto the
r im using the ta p e re d end of tir e iro n u n til the
Figure 17—Releasing Tire Rim Clamp
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 II

Sec. 10-9

WHEELS AND TIRES

Figure 18—Raising End of Clam p Ring Figure 19—Starting Side Ring Rem oval

clam p rin g g u tte r is exposed. I n s e r t end of clam p
rin g in g u tte r and w o rk p ro g re s s iv e ly aro u n d the
t i r e u n til the clam p rin g is s e a te d in the g u tte r.
CAUTION: DO NOT stand unprotected
in front of clamp ring when inflating tire.
If a protective inflation cage is not avail­
able, wrap three lengths of chain, evenly
spaced around tire and rim. Secure chains
but leave loose enough to permit expan­
sion of tire during inflation. Use an exten­
sion gauge with cl ip on chuck to inflate tire.
6. Inflate t i r e in safety cage o r w ith safety
c h a in s. Stand w ell back fro m a sse m b ly d uring bead
se a tin g p r o c e s s to avoid p o s s ib ility of p e rso n a l
in ju ry . In flate t i r e u n til t ir e b eads a r e firm ly s e a t­
ed a g a in st rim flan g es.
7. C om pletely d eflate t i r e by rem oving valve
c o re . T hen re - in f la te to reco m m en d ed p r e s s u r e .
IMPORTANT: When s e rv ic in g w heels, c a re
should be tak en to p re v e n t w heel d isc s, and r im s
fro m becom ing m ixed. R im s should be tagged o r
9.00-20, o r w ithin %-inch on s iz e s 10.00-20. If
t i r e s do not have the sa m e o u tside d ia m e te r (w ith­
in the above lim ita tio n s), e x c e ssiv e tre a d scuffing
and h a rd s te e rin g w ill re s u lt. In highway s e rv ic e ,
th e s m a lle r of the two tir e s on a dual a sse m b ly
should be in sta lle d on the in sid e p o sitio n , pro v id ed
its d ia m e te r is w ithin the to le ra n c e d e sc rib e d
p re v io u sly .
WHEEL AND TIRE BALANCING
It is d e s ira b le fro m the standpoints of tir e
w e a r and veh icle handling ea se to m ain tain p ro p e r
b alan c e of fro n t w heel and tir e a s s e m b lie s on a ll
m o d els. A ll w heels intended fo r u se on fro n t of
veh icle, such a s th o se sw itched during p e rio d ic
t i r e ro ta tio n and th o se in sta lle d a s new o r re p a ire d
re p la c e m en t equipm ent should be a c c u ra te ly b a l­
anced. T h is m ay be acco m p lish ed by e ith e r of two
ty p es of b alancing sy ste m s in c u rre n t u se which
b alan ce w heels e ith e r on the vehicle o r off. The
DIM EN SIO N

r
A
m a rk e d to a s s u r e a sse m b ly to c o r r e c t d isc . The
2 Dimples on
follow ing c h a rt is p ro v id e d (fig. 20) to a id in a s ­
sem b lin g the c o r r e c t r im to d isc if they should 4 Dimples on j
^DIMPLE
b eco m e m ixed.
On v e h ic le s w ith t i r e s th at a re s e c u re d on rim " N -r -
by a o n e -p ie c e s p lit lo ck rin g , o r by a continuous
s id e rin g held in p la c e by a sp lit rin g , conventional SIDE RING RIM BASE DISC U
m ethods a r e u se d to m ount and dism ount t i r e s . W h e e l Size Dim ension A Tire Size

7.00-20
SELECTION OF TIRES 20 X 6.0 6.0" 7.50-20
8.25-20
A ll t i r e s on an ax le should, w henever p o ssib le ,
be of the sa m e m ake, sin c e d ifferen ce in design 20 x 6.5 6.5" 8.25-20
and tr e a d in so m e in sta n c e s re s u lt in unequal t ir e T-8265 9.00-20
ro llin g ra d ii. When in sta llin g ti r e s , a ll t i r e s on
each axle should have the sa m e o u tsid e d ia m e te r
w ithin X-in c h on t i r e s up to and including siz e Figure 2 0 —Rim Cross Secf/on Chart

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 10-10
WHEELS AND TIRES
"o n -th e -v e h ic le " type, how ever, is th e m o re de­
s ir a b le in th a t a ll r o llin g com ponents (b rak e d ru m s,
b e a rin g s , s e a ls , e tc .), a r e included in th e balancing
p ro c e d u re and th e re b y have any ex istin g u nbalance
c o rre c te d .
W heel b alan ce is th e equal d is trib u tio n of the
w eight of th e w heel and t i r e a sse m b ly a ro u n d the
a x is of ro ta tio n . T h e re a r e two w ays in w hich
w heels can be b a lan ced — s ta tic a lly and dyn am ic­
a lly . W heels m u st be s ta tic a lly b alan ced b e fo re
they can be b a la n c e d dynam ically .
STATIC BALANCE
S tatic b alan ce (so m e tim e s c a lle d s till balance)
is th e equal d is trib u tio n of w eight of the w heel and
t i r e a sse m b ly about th e a x is of ro ta tio n in such a
m an n er th a t th e a sse m b ly h as no tendency to r o ­
ta te by its e lf, r e g a r d le s s of its p o sitio n . F o r ex­
am ple: A w heel w ith a chunk of d irt on th e r im w ill
alw ays ro ta te by its e lf u n til th e heavy sid e is at
the bo tto m . Any w heel w ith a heavy sid e lik e th is
is s ta tic a lly o u t-o f-b a la n c e . S tatic u nbalance of a
w heel c a u se s a hopping o r pounding actio n (up and
down) w hich fre q u e n tly le a d s to w heel ’’f lu tte r ”
and quite often to w heel ’’tr a m p .”
DYNAMIC BALANCE
D ynam ic b a lan ce (so m e tim e s c a lle d running
balance) m eans th a t th e w heel m u st be in s ta tic
bala n c e , and a lso ru n sm oothly a t a ll sp e e d s on an
a x is w hich ru n s th ro u g h th e c e n te r lin e of th e w heel
and t ir e and is p e rp e n d ic u la r to the ax is of ro ta tio n .
To e n su re su c c e s s fu l, a c c u ra te b alan cin g , the
follow ing p re c a u tio n s m u st be ob serv ed :
W heel and t i r e m u st be clean and f r e e fro m
a ll fo re ig n m a tte r. The t i r e s should be in good
condition and p ro p e rly m ounted w ith th e b alan ce
m a rk on th e ti r e , if any, lin ed up w ith th e valve.
B ent w heels th a t have ru n -o u t o v e r 3 /3 2 ”
should e ith e r be re p la c e d o r stra ig h te n e d b e fo re
being balan ced .
In sp e c t t i r e and w heel a sse m b ly to d e te rm in e
if an e c c e n tric o r o u t-o f-ro u n d condition e x is ts .
N ote th a t th is condition, if s e v e re , cannot be "b a l­
an ced o u t.” An a sse m b ly w hich has an o u t-o f-ro u n d
condition exceeding 5 /1 6 " is not su ita b le fo r u se
on th e fro n t of the v e h ic le . Its u se on the r e a r
should be g o verned by its g e n e ra l condition and
w h e th e r the ro u n d n ess d efect s e rio u sly d e tra c ts
fro m o v e ra ll rid e quality .
When b alancing w h eels and t ir e s , it is r e c ­
om m ended th a t the in s tru c tio n s co v erin g the o p e r­
atio n of th e w heel b a la n c e r being u se d be clo sely
follow ed.
CORRECTING IRREGULAR TIRE WEAR
H eel and Toe W ear - - T h is is a saw -to o th ed
effect w h e re one end of each tr e a d block is w orn
m o re than the o th e r. The end th a t w e a rs is the one
th a t f ir s t g rip s the ro a d when the b ra k e s a r e applied.
H eel and toe w e a r is le s s n o ticeable on r e a r
t i r e s than on fro n t t i r e s , b ec a u se the p ro p e llin g
actio n of the r e a r w heels c re a te s a fo rc e which
ten d s to w ea r the o p p osite end of the tre a d b locks.
The two fo rc e s , p ro p ellin g and brak in g , m ake fo r
m o re even w e ar of the r e a r tir e s , w h ere as only
the brak in g fo rc e s a c t on the fro n t w heels, and the
saw -to o th ed effect is m o re n o ticeable.
A c e rta in am ount of heel and toe w e ar is n o rm ­
a l. E x c essiv e w e ar is u su ally due to high speed
driving and e x cessiv e u se of b ra k e s . The b e st
rem e d y , in addition to cautioning the ow ner on his
d riv in g h a b its, is to in te rc h an g e t i r e s re g u la rly .
Side W ear — T h is m ay be cau sed by in c o rre c t
w heel c a m b e r, underin flatio n , high c am b ere d ro a d s
o r by taking c o rn e rs at too high a ra te of speed.
The f ir s t two c a u se s a r e the m o st com m on.
C a m b e r w e a r can be re a d ily identified b e ca u se it
o c c u rs only on one sid e of the tr e a d s , w h e re a s
u n d e rin flatio n c a u se s w ea r on both s id e s. C am ber
w e a r re q u ire s c o rre c tio n of the c a m b e r f i r s t and
then in terch an g in g tir e s .
T h e re is , of c o u rse , no c o rre c tio n fo r high
c a m b e re d ro a d s. C o rn e rin g w ear is d isc u sse d f u r ­
th e r on.
M isalignm ent W ear — T his is w e ar due to
e x c e ssiv e to e -in o r to e -o u t. In e ith e r c a s e , tir e s
w ill rev o lv e with a sid e m otion and s c ra p e the
tr e a d ru b b e r off. If m isalig n m en t is s e v e re , the
ru b b e r w ill be sc ra p e d off of both tir e s ; if slig h t,
only one w ill be affected.
T he sc ra p in g action ag ain st the face of the tir e
c a u se s a sm a ll fe a th e r edge of ru b b e r to a p p e a r on
one sid e of the tre a d and th is fe a th e r edge is c e rta in
indication of m isalig n m en t. The rem ed y is r e a d ­
ju stin g to e -in , o r rech eck in g the e n tire fro n t end
alig n m en t if n e c e s s a ry .
Uneven W ear — Uneven o r spotty w e a r is due
to su ch ir r e g u la r itie s a s unequal c a s te r o r c a m b e r,
ben t fro n t su sp en sio n p a r ts , o u t-o f-b a la n c e w heels,
b ra k e d ru m s o u t-o f-ro u n d , b ra k e s out of a d ju st­
m ent o r o th e r m ech an ical conditions. The rem edy
in each c a se c o n sists of lo cating the m echanical
defect and c o rre c tin g it.
C o rn e rin g W ear — When a tru c k m akes an
e x tre m e ly fa s t tu rn , the w eight is sh ifted fro m an
even loading on a ll w heels to an ab n o rm al load on
the tir e s on the ou tsid e of the cu rv e and v ery light
lo ad on the in sid e tir e s , due to c en trifu g a l fo rc e .
T h is unequal loading may have two unfavorable
r e s u lts .
F ir s t, the r e a r tir e on the in sid e of the cu rve
m ay be re lie v e d of so m uch load th at it is no lo n g er
g e a re d to the ro ad and it s lip s , grinding off the
tr e a d on th e in sid e half of the t i r e a t the e x ce ssiv e
ra te . T his type of t ir e show s m uch the sa m e ap ­
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 II

Sec. 10-11

WHEELS AND TIRES

p e a ra n c e of tr e a d w e a r a s t ir e w e a r c au sed by C o rn erin g w e a r often p ro d u ces a fin o r ra is e d

n eg ativ e c a m b e r.
Second, the tr a n s f e r of w eight m ay a lso o v e r ­
lo ad the o u tsid e t i r e s so m uch th at they a r e l a t e r ­
a lly d is to rte d re s u ltin g in e x c e ssiv e w e a r on the
o u tsid e half of the t i r e , p roducing a type of w ear
lik e th a t cau sed by e x c e ssiv e p o sitiv e c a m b e r.
C o rn e rin g w e a r can be m ost e a sily d istin g u ish ­
ed fro m ab n o rm al c a m b e r w e a r by th e rounding of
th e o u tsid e sh o u ld e r o r edge of the t i r e and by the
roughening of the tr e a d su rfa c e w hich denotes
a b ra s io n .
p o rtio n along the in sid e edge of each row in the
tr e a d p a tte rn . In som e c a se s th is fin is a lm o st a s
p ronounced a s a to e -in fin, and in o th e rs , it ta p e rs
into a row of tr e a d b locks to such an extent th at
the t ir e h as a definite "step w e a r" a p p e a ra n c e .
The only rem ed y fo r co rn e rin g w ear is p ro p e r
in stru c tio n of o p e r a to rs . D riving m ore slow ly on
c u rv e s and tu rn s w ill avoid grinding ru b b e r off
t i r e s . To o ffset n o rm al c o rn e rin g w e ar a s m uch as
p o ssib le , t ir e s should be in terch an g ed a t re g u la r
in te r v a ls .

SPECIFICATIONS
WHEEL NUT TORQUE
CAST TY PE WHEELS
T ighten n u ts a s d ire c te d in tex t to:
F r o n t .....................................................................................................190-210 foot-pounds
R ear .....................................................................................................190-210 foot-pounds
BUDD TY PE (DISC) WHEELS
T ighten nuts a s d ire c te d in tex t to:
F r o n t .................................................................................................... 500-550 foot-pounds
R e a r (Inner and O u te r N u t s ) ........................................................ 500-550 foot-pounds*
A lum inum W heels a n d /o r Hubs ................................................. 450-500 foot-pounds*
CORPORATION TY PE (DISC) WHEELS
T ighten nuts a s d ire c te d in tex t to:
F r o n t ..................................................................................................... 300-400 foot-pounds
R ear ..................................................................................................... 300-400 foot-pounds
* L o o sen o u te r n u ts, tighten in n e r n u ts, then tighten o u te r nu ts.

A ll w heels equipped w ith a tu b u la r sid e rin g (ro lled flange rim ) on

th e ou tb o ard sid e of the w heel r im s i e q u ire sp e c ia l design w eights to fit.
D ynam ic balan cin g can be ac co m p lish ed through u se of th e se sp ecial
b a lan ce w eights w hich a r e designed only fo r in sta lla tio n s on the out­
b o a rd sid e of th e se w heels. C onventional w eights fit only the inboard
sid e of th e s e w heels.

CAUTION: DO NOT stand unprotected in front of clamp ring when

Inflating tire. If a protective inflation cage is not available, wrap three
lengths of chain, evenly spaced arcund tire and rim. Secure chains but
leave loose enough to permit expansion of tire during inflation. Use an
extension gauge with clip on chucJc so air pressure build-up can be
closely watched and so that you can stand well back from the assembly
during the bead seating process to avoid possibility of personal injury.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 10-12

WHEELS AND TIRES

TIRE LOAD AND INFLATION TABLES

Tire and Rim Association Standard Tire Loads At Various Inflation Pressures.
Load Range Letters and Corresponding Ply Rating
(D = 8 ply, E = 10 ply, F = 12 ply and G = 14 ply)

SINGLE TIRES FOR TRUCKS IN HIGHWAY SERVICE

TIRE LOAD TIRE LOAD LIMITS AT VARIOUS INFLATION PRESSURES

SIZE RANGE 50 55 60 65 70 75 80 85 90 95 100

7.00-20 D 2100 2260 2390 2530 2670 2790

7.00-20 E 2100 2260 2390 2530 2670 2790 2920 3030 3150

7.50-20 D 2360 2530 2680 2840 2990 3140

7.50-20 E 2360 2530 2680 2840 2990 3140 3270 3410 3530

8.25-20 E 2800 3010 3190 3370 3560 3730 3890 4050

8.25-20 F 2800 3010 3190 3370 3560 3730 3890 4050 4210 4350 4500

9.00-20 E 3560 3770 4000 4210 4410 4610

9.00-20 F 3560 3770 4000 4210 4410 4610 4790 4970 5150

10.00-20 F 4290 4530 4770 4990 5220 5430

10.00-20 4290 4530 4770 4990 5220 5430 5640 5840 6040

11.00-20 F 4670 4940 5200 5450 5690 5920

11.00-22 F 4960 5240 5520 5790' 6040 6290

DUAL TIRES FOR TRUCKS IN HIGHWAY SERVICE

TIRE LOAD TIRE LOAD LIMITS AT VARIOUS INFLATION PRESSURES

SIZE RANGE 40 45 50 55 60 65 70 75 80 85 90

7.00-20 D 1840 1980 2100 2220 2340 2450

7.00-20 E 1840 1980 2100 2220 2340 2450 2560 2660 2760

7.50-20 D 2070 2220 2350 2490 2620 2750

7.50-20 E 2070 2220 2350 2490 2620 2750 2870 2990 3100

8.25-20 E 2460 2640 2800 2960 3120 3270 3410 3550

8.25-20 F 2460 2640 2800 2960 3120 3270 3410 3550 3690 3820 3950

9.00-20' E 3120 3310 3510 3690 3870 4040

9.00-20 F 3120 3310 3510 3690 3870 4040 4200 4360 4520

10.00-20 F 3760 3970 4180 4380 4580 4760

10.00-20 G 3760 3970 4180 4380 4580 4760 4950 5120 5300

11.00-20 F 4100 4330 4560 4780 4990 5190

11.00-22 F 4350 4600 4840 5080 5300 5520

NOTE: Bold face figures indicate maximum recommended load.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 II

Sec. 11-1

SECTION 11

S h eet M etal
C ontents of th is se c tio n a r e lis te d in Index below:
Section P age No.
Hood Hinge Spring R ep lacem ent .................................................... 11-1
Hood Hinge R e p l a c e m e n t ................................................................... 11-1
Hood Lock A s s e m b l y ........................................................................... 11-1
Hood R eplacem ent and A lignm ent ................................................ 11- 2
F ro n t End Sheet M etal Unit R ep lacem ent .................................. • 11-3
F ro n t F en d er R e p la c e m e n t............................................................... . 11-5
F e n d e r S k irt R eplacem ent ............................................................... 11-5
Running B o ard and F e n d e r E xtension R e p l a c e m e n t ............... • 11-6

T he SHEET M ETAL in fo rm atio n on m odels co v ered in th is m anual

is co m p lete. F ig u re 1 show s ty p ic al F ro n t Sheet M etal C om ponents.

HO O D ASSEM BLY C O W L GRILLE ASSEM BLY

G RILLE

FENDER EXTENSION T-8262

Figure 1—Typical Front End Sheet M etal Components

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 11-2

SHEET METAL

NOTE: In stall p ain ted end of sp rin g tow ard

the r e a r .

HOOD HINGE REPLACEMENT

(R efer to F ig u re 3)

REMOVAL
1. P ro p the hood in the e x tre m e open p o sitio n
and p la c e p ro te c tiv e co v ering o v e r the cowl and
fe n d e rs .
2. S crib e p o sitio n of hinge attac h m en t on hood
r e a r re in fo rc e m e n t and rem o v e two b o lts.
3. R em ove hood hinge sp rin g as explained
above.
4. S c rib e positio n of hinge a ttach m en t on
fe n d e r asse m b ly , rem o v e b o lts and hinge.

HOOD HINGE SPRING
REPLACEMENT
NOTE: To fa c ilita te hinge sp rin g re p la c e m e n t
a tool can be im p ro v ise d to dim en sio n s shown in
fig u re 2.
1. R a ise and safely su p p o rt th e hood in " F u ll-
O pen” p o sitio n .
2. A s shown in fig u re 3, engage hooked end of
to o l to sp rin g , th en c a re fu lly p u ll fo rw a rd to en­
gage o r d isengage s p rin g fro m hinge a sse m b ly .
INSTALLATION
1. In sta ll hinge asse m b ly to fen d er and align
w ithin s c r ib e m a rk s. In sta ll b o lts.
2. In sta ll hood hinge sp rin g s.
3. In sta ll b o lts and align hood. See "Hood R e­
p la c e m e n t and A lignm ent" in th is sectio n .
H OO D LOCK ASSEMBLY
A b o lt-ty p e hood lock is u se d a s shown in fig ­
u re 4. The lock b o lts, lo ca ted on the hood do v etails
w ith the m ounted s tr ik e r p la te , p rev e n tin g upw ard
o r downward m ovem ent of the hood w hile the v e­
h icle is in m otion. In te g ra l w ith the s tr ik e r p la te
is the com bination lock re le a s e le v e r and safety
catc h .

MAINTENANCE
E v ery 4 m onths o r 6,000 m ile s, w hichever
o c c u rs f ir s t, lu b ric a te hood a ssem b ly and hood
hinge a sse m b ly a s follow s:
1. W ipe off any accum ulation of d ir t o r con­
tam in atio n on la tc h p a r ts .
2. Apply L u b rip la te o r equivalent to la tc h
p ilo t b o lts and latch locking p la te .
3. Apply lig h t engine oil to a ll pivot p o in ts in
re le a s e m ech an ism , a s w ell a s p rim a ry and s e c ­
ondary la tc h m e ch a n ism s.
4. L u b ric a te hood hinges.
5. M ake hood hinge and la tc h m echanism func­
tional; check to a s s u r e th e a sse m b ly is w orking
c o r re c tly .

Figure 3 —Rem oving Hood Spring
REPLA CEM EN T
1. Open hood and re m o v e the fo u r b o lts hold­
ing th e com bination lock catch and lock bolt.
NOTE: If o rig in a l hood lock asse m b ly is to be
re p la c e d , s c rib e a lin e aro u n d lock fo r alignm ent
on in sta lla tio n .

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 11-3

SHEET METAL

2. P la c e hood lock a sse m b ly in p o sitio n .

3. A djust a s o utlined la te r u n d e r ’A d ju s tm e n t.”

ADJUSTMENT
1. Open hood and a d ju st tig h tn e ss of lock bolt
su p p o rt so th at they a r e ju st "sn u g ” enough to hold
lo ck b o lt in po sitio n .
2. C lo se hood in a n o rm al m an n er.
3. R a ise hood again; lock bolt a sse m b ly w ill
have sh ifted to o p e ra tin g p o sitio n . T ighten bo lts
fu lly . F u rth e r ad ju stm e n t m ay be m ade a t lock
b o lt su p p o rt, if n e c e s s a ry .
4. A djust lock bo lt to obtain a s e c u re hood
c lo s u re and re a so n a b le lock r e le a s e e ffo rt.

HOOD AND RADIATOR SEALS

(R e fe r to F ig u re 5)
1. In sp ect s e a ls fo r dam age o r w e a r.
2. R em ove s ta p le s and re p la c e s e a ls (if n e c ­
e s s a ry ), u sin g sh e e t m etal s c re w s and fla t w a sh e rs.

HOOD PADS (F ig. 6)

E ight hood p a d s a r e in sta lle d betw een hood
re in fo rc e m e n ts and hood sh e e t m etal fo r no ise in ­
su la tio n . If any a p p a re n t n o ise is fro m hood a re a ,
lift hood and v isu a lly in sp e c t p a d s. If p ad s a r e out
of p o sitio n o r w orn, in s e r t w ide thin p iece of m etal
betw een su p p o rt and sh e e t m e ta l. P ry down enough
to rem o v e p r e s s u r e fro m p ad s. R epo sition o r r e ­
p la c e p a d s a s re q u ire d .

Figure 4 —Hood Lock A ssem bly

HOOD REPLACEMENT AND
ALIGNMENT ALIGNMENT (F ig. 7)
1. L oosen hood hinge b o lts. N ote th at r e a r ­
REMOVAL m ost bolt hole in hinge is slo tte d to allow hood
1. L ay a fe n d e r c o v er along cowl top to p r e ­ tra ilin g edge to move up and down.
ven t hood fro m s c ra tc h in g cowl top. 2. A djust hood r e a r b um per so th at hood and
2. Open hood and p ro p in full open p o sitio n .
NOTE: If hood is to be re in s ta lle d and p re s e n t
alig n m en t is s a tis fa c to ry , m a rk each hinge in r e ­
la tio n to hood, to a s s u r e o rig in a l alignm ent.
3. R em ove two cap s c re w s w hich a tta ch each
hinge to hood; then w ith a h e lp e r re m o v e r hood fro m
v e h ic le .

INSTALLATION
1. If o rig in a l hood is to be in sta lle d , p o sitio n
hood to hinges and in s ta ll fo u r cap s c re w s snug
w hich a tta c h hinges to hood.
NOTE: If a new hood is to be in sta lle d , p e r ­
fo rm p ro c e d u re s a s o u tlin ed la te r u n d er "A lign­
m e n t.”
2. Shift hood on hinges to lo catio n m a rk s m ade
b e fo re rem o v al of hood, then tig h ten attach in g cap
s c re w s a t hinges firm ly . C lose hood and check fit.
If n e c e s s a ry to alig n hood p e rfo rm p ro c e d u re a s
o u tlin ed u n d e r "A lignm ent" w hich follow s: Figure 5 —Hood and Radiator Seals

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 11-4

SHEET METAL

cowl s u rfa c e s a r e flu sh .

3. P e rfo r in hood lock ad ju stm e n t a s outlined
p re v io u sly in th is sectio n , if n e c e s s a ry .

NOTE: Hood lo ck a sse m b ly (fig. 8) to be ad ­

ju ste d fo re and aft until nubbin (p a rt of hood lock
bo lt su p p o rt assem b ly ) e n te rs c e n te r of elongated
guide (so cket). Bending nubbin to a c co m p lish th is
a d ju stm e n t may se rio u s ly affe ct lock o p e ra tio n
and safety catch engagem ent and is , th e re fo re ,
NOT RECOMMENDED.

FRONT END SHEET METAL

UNIT REPLACEMENT

R em oval of e n tire fro n t sh e e t m etal unit in ­

Figure 6 —Hood Pads and Lock
cluding r a d ia to r is a re la tiv e ly sim p le o p eratio n
involving, b a sic a lly d isa sse m b ly of m ounts, d is ­
connecting ra d ia to r h o se s and re m o v a l of fro n t
b u m p er. V eh icles equipped w ith a i r conditioning
a n d /o r pow er s te e rin g w ill re q u ire sp e c ia l handling.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 11-5

SHEET METAL

NOTE: Shim s w hich a r e found a t v a rio u s lo ­

c a tio n s should be re c o rd e d to e a s e in s ta lla tio n of Hood lock assem bly to be adjusted
s h e e t m etal a sse m b ly . P ro c e e d a s follow s: fo re and aft, until nubbin (part of
hood lock bolt support a ssy ) e n ters
REMOVAL c e n te r of elongated guide (socket).
1. R em ove w indshield w ip e r a r m s and cowl Bending nubbin to accom plish this
g r ille (except cowl m odels). adjustm ent may se rio u sly effect
2. D ra in r a d ia to r and rem o v e r a d ia to r h o se s. lock operation and safety catch en­
3. D isco n n ect tra n s m is s io n c o o le r lin e s, and gagem ent and is, th e re fo re , not
d isco n n ect a i r c le a n e r intake hose a t fe n d er s k irt, recom m ended.
if so equipped. LO CK NUT
4. D isco n n ect w ire co n n e c to rs a t dash and LO C KIN G PLATE
to e p a n e l. D isco n n ect the b a tte ry , g e n e ra to r and
GUIDE IN HOOD LO CK ASSEM BLY
re g u la to r w ire le a d s . R em ove b a tte ry .
5. D isco n n ect p o w er s te e rin g flu id r e s e r v o ir NUBBIN TO BE CENTERED IN GUIDE
fro m in sid e g rille . T-7967

6. R em ove fro n t b u m p er b o lts and rem ove

b u m p e r.
7. R em ove two b o lts fro m u n d e rn ea th fro n t Figure 8 —Hood Lock Alignm ent
fr a m e c ro s s m e m b e r and a tta c h m e n ts se c u rin g
3. In sta ll two b o lts and sh im s re q u ire d at
sh e e t m etal (see fig . 9).
each fe n d er r e a r u p p e r edge.
8. R em ove one s c re w , each sid e attach in g
4. In sta ll com bination bolt and fla t w ash er
cowl b ra c k e t to fe n d e r (p la stic plug c o v ers) a c c e s s
a sse m b ly into each cowl b ra c k e t to fe n d e r.
fro m in sid e cab, on cowl (fig. 10). DO NOT rem o v e
5. T ighten the sh e e t m etal m ounting bolt 35
cowl b ra c k e t.
to 55 foot-pounds to rq u e (fig. 9).
9. R em ove two b o lts attach in g fe n d e r u p p er
6. In sta ll s p a c e r, w a sh e r, and bolt in each
edge to plenum and hinge p illa r (fig. 10).
fe n d er s k ir t to cab s ill extension.
10. T ape sh im s in th e ir re s p e c tiv e p o sitio n s
7. In s ta ll s k ir t attach in g b o lts to fen d er ex­
fo r re a s s e m b ly e a s e .
ten sio n .
11. R em ove two s c re w s (each side) attaching
8. T ighten a ll b o lts. In sta ll bolt a c c e s s plugs
fe n d e r g u sse t to cowl (fig. 11).
on cowl m odels.
12. W orking fro m u n d e rn e a th r e a r of fe n d e r,
9. In s ta ll fro n t b u m p er.
re m o v e b o lts w hich a tta c h each fe n d e r s k ir t to the
fe n d e r ex ten sio n flange.
13. R em ove two b o lts fro m ra d ia to r su p p o rt
m ount.
14. R em ove b o lt attach in g each fe n d e r s k ir t
to cab s ill ex ten sio n .
15. W ith the a id of a h e lp e r, rem o v e fro n t
s h e e t m e ta l u n it w ith ra d ia to r , b a tte ry c a r r i e r ,
h o rn and v oltage re g u la to r.
INSTALLATION
1. T ape w a sh e rs and cu sh io n s to fra m e and
fe n d e r b ra c k e ts w ith m asking tap e.
NOTE: If sh e e t m etal m ounting cushions on
fr a m e b ra c k e ts a r e w orn o r d e te rio ra te d , re p la c e
b e fo re in sta llin g fro n t sh e e t m e ta l.
2. W ith h e lp e r 's aid , p la c e s h e e t m etal a s s e m ­
bly in p o sitio n .
NOTE: In s ta ll a ll b o lts lo o sely to fa c ilita te
a lig n m en t a f te r co m p lete in sta lla tio n .

CAUTION: Use care to prevent strip­

ping threads when installing two bolts
from underneath front frame crossm em ­
ber (fig. 9). This could cause retaining
nuts to loosen, and it would be necessary
to remove the radiator.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 11-6
SHEET METAL
Figure 10 —Fender C usset-To-Cowl Attachm ent
10. C onnect u p p e r and low er ra d ia to r h o se s.
11. In s ta ll tra n s m is s io n c o o le r lin e s (ifu se d ).
12. C onnect p ow er s te e rin g fluid r e s e r v o ir
hose to pum p (if u sed ).
13. C onnect a ir c le a n e r intake hose to fe n d e r
s k ir t (if u sed ).
14. C onnect w ire c o n n e c to rs at dash and toe
p a n e l. C onnect g e n e ra to r and re g u la to r le a d s . In­
s ta ll and connect b a tte ry .
15. F ill ra d ia to r , s t a r t engine and check fo r
le a k s.
Figure 11—Fender Cusset-To-Cowl Attachm ent
FRONT FENDER REPLACEMENT
(LESS SKIRT)
(R efer to F ig u re s 10, 11, 12, and 13)
REMOVAL
1. R em ove w indshield w ip er a rm s (except
cowl m odels).
2. Rem ove cowl g rille , disconnecting rad io
antenna le a d (except cowl m odels).
3. R em ove hood, outlining hinge b o lts at fen ­
d e r b efo re rem oving.
4. L ift hood off.
5. R em ove two bo lts and sh im s attach in g fe n d e r
to cowl.
NOTE: On cowl m o dels, rem o v e bolt a c c e ss
plu g s in sid e of cowl to rem o v e bo lts (fig. 10).
6. R em ove sc re w fro m in sid e cab (p lastic
plug c o v e rs a c c e s s m ounting). Do not rem ove cowl
b ra c k e t.
7. R em ove s c re w s connecting s k ir t edge to
fen d e r flange.
8. R ight fe n d e r rem o v al n e c e s s ita te s rem o v al
of b a tte ry ca b le s, b a tte ry and th re e s c re w s a tta c h ­
ing b a tte ry tr a y to fe n d e r.
9. R em ove one bolt hidden fro m view co n n ect­
ing g rille low er panel to fro n t in b o ard edge of
fe n d e r (a c c e ss hole p ro vided).
10. R em ove b o lts connecting g rille to fro n t
fe n d er fro m in sid e of engine com p artm en t.
11. R em ove th re e b o lts fasten in g g u sse t to
fe n d er and g r ille (fig. 12).
12. R em ove the two b o lts fasten in g g u sse t to
fe n d e r.
13. D isconnect e le c tric a l w irin g .
INSTALLATION
To in s ta ll, r e v e r s e the "R em oval" p ro c e d u re ,
u sin g sea lin g tape betw een f ille r pan el and fen d er
to a s s u r e com plete se a l (fig. 12). C heck sh e e t m etal
alig n m en t.
FENDER SKIRT REPLACEMENT
(R efer to F ig u re s 11 and 12)
REMOVAL
1. T urn ste e rin g w heel so fro n t of t i r e is in ­
b o a rd .
2. U nderneath the s k ir t rem o v e two s c re w s at
top atta ch ed to fen d er.
3. R em ove th re e s c re w s attaching s k ir t to
lo w er fe n d e r extension.
4. R em ove th re e s c re w s at fro n t of s k ir t a t­
tach ed to fe n d er.
5. R em ove six sc re w s holding s k ir t to fen d er
opening flange.
6. R em ove sc re w attach in g s k ir t to ra d ia to r
g rille .
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 11-7

SHEET METAL

Figure 12—Fender to G rille Attachm ent Figure 13 -Fen d er-T o -C o w l Attachm ent on C ow l M odels

7. U nderneath th e s k ir t, in b o ard , rem o v e a

la r g e bolt fa ste n e d th ro u g h the fen d er s k ir t to the
cowl ex ten sio n . Note sh im and re c o rd .
8. U nder the hood re m o v e two s c re w s a tta c h ­
ing s k ir t re in fo rc e m e n t to s k ir t.
9. R o tate s k ir t o utw ard o v e r tir e , then r e ­
m ove re a rw a rd .

INSTALLATION
R e in s ta ll in r e v e r s e o r d e r of ''R em o val" p r o ­
c e d u re . N ote condition of tap e se a lin g of fen d er
s k ir t flan g e. R ep lace if n e c e s s a ry . R e fe r to "N ote"
on fig u re 12 to in s ta ll p ilo t s c re w .

RUNNING BOARD AND FENDER

EXTENSION REPLACEMENT

REMOVAL (F ig . 14)
1. R em ove bo lt fro m in sid e door opening a t­
ta c h e d to lo w er exten sio n .
2. R em ove b o lts fro m u n d e r fro n t of running
b o a rd to ex ten sio n bottom .
3. R em ove b o lts fasten in g s k ir t to flange of
lo w e r exten sio n .
4. P u ll lo w er fe n d e r extension dow nward,
th en out.

INSTALLATION (F ig . 14)
R e in sta ll in r e v e r s e o r d e r of "R em oval" p r o ­
c e d u re . Figure 14—Running Board and Fender Extension

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 11-8

SHEET METAL

P r o p e r p ro te c tio n and m aintenance of fin ish w ill add to its lu s te r .

R oad ele m e n ts a r e in ju rio u s to p ain ted su rfa c e s of veh icle. T h ese can
b e rem o v ed by re g u la r w ash in g s. As an additional p ro te c tio n , p o lish
v eh icle, u sing a good g ra d e of wax, 30 days a fte r d eliv ery . Apply a coat
of p o lis h th e r e a f te r a t le a s t once a y e a r.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 SECTION 12

GUaHU Z lech icd and !)nA&mmenti,

T his se c tio n , co v ering m aintenance and re p la c e m en t of c h a ssis
e le c tr ic a l sy ste m u n its, is divided into su b -se c tio n s shown in index below:

S ubject P age No.

M iscellan eo u s E l e c t r i c a l ..............................................................................12-1
A la rm S ystem ......................................................................................... .......12-6
In s tru m e n ts and G auges ....................................................................... .......12-7
L ighting S y stem .............................................................................................12-14
L ig h t Bulb D a t a .................................................................................................12-23
S p e c i f i c a ti o n s ............................................................................................. .......12-24
W iring D i a g r a m s ...................................................................................... .......12-25

MISCELLANEOUS ELECTRICAL

NOTE: C e rta in e le c tr ic a l u n its, when clo se ly lin e s. T ru ck s e r ie s to w hich each d iag ra m ap p lies
a s s o c ia te d w ith o th e r s y s te m s o r u n its, a r e c o v e r- is shown on each d ia g ra m ,
ed in o th e r se c tio n s of th is m anual a s liste d below:

U nit Section
G auge, E ngine O il T e m p e r a t u r e .......................6K
Gauge, F uel T ank Unit ......................................... 8
In d ic a to r, W ater T e m p e ra tu re .......................... 6K
M otor, A ir C onditioning B l o w e r .......................1
M otor, E le c tric W /S W iper and W ash er . . . 1
M o to r, H e a te r B lo w er ......................................... 1
M otor, 2-Speed Axle Shift ................................. ...4A
R elay , A ir Cond. B lo w er C o n t r o l ................... 1
R elay , S ta r te r C o n tro l ......................................... 6Y
R e s is to r , H e a te r B lo w er C o n t r o l ...................... 1
S en d er U nit, Engine T e m p e r a t u r e ...................6K
S e n d e r, F uel Gauge T ank U n i t .......................... 8
S p eed o m eter A d ap ter, 2-S peed A x l e ............... 4A
Sw itch, A ir C onditioning C o n t r o l .......................1
Sw itch, A ir Cond. B low er C o n t r o l ...................1
Sw itch, Axle Shift M otor ..................................... 4A
Sw itch, 2-S peed A xle Shift ..................................4A
Sw itch, D iffe re n tia l L o c k ..................................... 4A
Sw itch, E ngine O v erh eat ..................................... 6K
Sw itch, Engine O v e rsp e e d ..................................1
Sw itch, H e a te r C o n tro l ......................................... 1
Sw itch, H e a te r B lo w er C o n t r o l .......................... 5B
Sw itch, Low A i r ........................................................ 6Y
Sw itch, S ta r te r M agnetic ..................................... 6Y
Sw itch, W /S W iper and W a s h e r .......................... 1
T a c h o m e te r D riv e ............... ' ............................... 6A
WIRING DIAGRAM S
W iring d ia g ra m s in d icate e le c tr ic a l c irc u its
and co nnections f o r s ta n d a rd and optional equip­
m en t u se d on v e h ic le s co v e re d by th is m anual.
S tan d ard eq uipm ent is show n in so lid lin e s on d ia­
g ra m s and optional equipm ent is shown in b roken
WIRING HARNESSES AND WIRES
C onnections betw een c h a s s is w iring h a rn e s s
and the engine, body, and lighting w irin g h a rn e s s
a r e m ade through a m ultiple plug and re c e p ta c le
type co n n ecto r. C onnections at in stru m e n t c lu s te r,
gauges, and u n its a r e m ade through a m u ltip le plug
and re c e p ta c le type co n n ecto r and through p la stic
in su la te d b lad e-ty p e co n n ecto rs and sc re w -ty p e
te rm in a ls .
A ty p ical bulkhead connector u se d on a ll ex ­
cept tilt cab m odels is shown in fig u re 1, and a
ty p ical in stru m e n t c lu s te r connector u se d on con­
ventional cab m odels is shown in fig u re 2.
Som e w ire s a r e grouped and tap ed to g e th e r
w ith a m o istu re and h e a t- r e s is ta n t black, p la s tic -
type tap e to fo rm a w irin g h a rn e ss; in o th e r in ­
s ta n c e s , it is m o re p ra c tic a l to u se a sin g le w ire
o r cab le. E v ery w ire is of a sp e cific s iz e w ith
p la in co lo re d o r s trip e d in su latio n a s ind icated on
the w iring d ia g ra m . In su latio n c o lo rs a s s is t in
tra c in g c irc u its and in m aking p ro p e r connections.
The In -lin e and V8 gaso lin e engine m odels
have a sp e c ia l r e s is ta n c e w ire in the engine w iring
h a rn e s s to connect the "IGN" te rm in a l of the ig n i­
tion sw itch to the p o sitiv e (+) te rm in a l of the ig n i­
tion coil. The p ro p e r length w ire is u se d to p rovide
c o r r e c t r e s is ta n c e . T h is w ire is iden tified on ap ­
p lica b le w iring d ia g ra m s as: (20-W H T.-O R N .-
& P P L .-C R .-T R .) o r (20-B LK .).
On In -lin e engine m o d els, re s is ta n c e value of
the w ire is 1.80 ± .05 ohm s. On tilt cab m odels
w ith V8 engine, re s is ta n c e value of the w ire is
1.35 ± .05 ohm s.

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 12-2

CHASSIS ELECTRICAL AND INSTRUMENTS

a d isc h a rg e d b a tte ry , difficult sta rtin g , dim lig h ts,

and p o ssib le dam age to g e n e ra to r and re g u la to r.
W ire s m ust be re p la c e d if in su latio n becom es
bu rn ed , c rac k ed , o r d e te rio ra te d .
W henever it is n e c e s s a ry to sp lic e a w ire o r
r e p a ir one th at is bro k en , alw ays u se ro sin flux
s o ld e r to bond the sp lic e and in su latin g tape to
c o v e r a ll sp lic e s o r b a re w ire s .
When rep la cin g w ire s , it is im p o rta n t th at the
c o r r e c t siz e w ire a s shown on app licab le w iring
d ia g ram be u sed . E ach h a rn e s s o r w ire m u st be
h eld s e c u re ly in p lac e by c lip s o r o th e r holding
d ev ic es to p re v e n t chafing o r w earin g away in su ­
latio n due to v ib ra tio n .

CAUTION: Never replace a wire with

one of a smaller size. DO NOT replace a
fusible link with a wire of a larger size.

By r e f e r r in g to the w iring d ia g ra m s, c irc u its

m ay be te s te d fo r continuous c irc u its o r s h o rts
w ith a conventional te s t lam p o r low re ad in g v o lt­
m e te r.

REPLACING WIRING
CONNECTOR TERMINALS
Figure 1—Bulkhead Connector (Except Tilt E ith e r b la d e -ty p e o r twin lock type te rm in a ls
Cab M odels) (Typical) a r e u se d in the w irin g h a rn e s s c o n n ec to rs. M ating
ends of the co n n e cto rs a r e s e c u re d by tang lock s
w hich m ust be disengaged a t the sa m e tim e to s e p ­
D uring cran k in g , a fu ll 1 2 -v o lts is su p p lied to a r a te the con n ecto r.
the coil by a shunt w ire connected betw een "R "
te rm in a l on s t a r t e r solenoid and "+" te rm in a l on T e rm in a l R em oval
ignition coil. 1. To rem o v e a b lad e -ty p e te rm in a l fro m the
co n n ec to r, disengage lock tangs and s e p a ra te con­
MAINTENANCE AND REPAIR n e c to r. In s e rt a thin bladed in stru m e n t u n d er m a t­
ing end of co n n ecto r te rm in a l and p ry up on te r m ­
A ll e le c tr ic a l co nnections m ust be kept clean inal being c a re fu l not to dam age co n n ecto r. P u ll
and tig h t. L oose o r c o rro d e d connections m ay cau se w ire and te rm in a l fro m connector a s shown in
fig u re 3.
2. To rem o v e a twin lock type te rm in a l fro m
co n n ecto r, disengage the lock tan g s and s e p a ra te
co n n e cto r. In s e r t te rm in a l re m o v e r (J-22727) o r
GROUND-BLK. DK. GRN.-TEMP. SENDER equivalent, a s shown in fig u re 4 to disengage te r m ­
OK. BLUE OR BLK.—OVERSPEED
in al lo ck s fro m the con n ecto r. P u ll w ire and te r m ­
ILLUMINATION-GREY
--------- WARNING in al fro m cable co n n ecto r.
R.TURN S IG -D K . BLUE TAN-FUEL GAUGE SENDER

L. TURN S IG -L T . BLUE PNK.—IGNITION T e rm in a l In sta lla tio n

HIGH BEAM IND -LT. GRN.C
BLK. WHT. STR.-AMMETER
AMMETER "B A T '-B L K .
--------
Figure 2 —Lam inated Circuit Connector
(Conventional Cab M odels) (Typical)
NOTE: If o rig in a l te rm in a ls a r e to be used,
p ry lock on te rm in a l clip s down to a s s u r e a f irm
"G EN ." connection when te rm in a ls a r e in se rte d .
1. P r e s s te rm in a ls into m ating end of connec­
to r , then check to m ake s u r e te rm in a ls a r e firm ly
engaged in con n ecto r by attem pting to pull a p a rt.
2. Connect m ating ends of co n n ecto r and check
to be s u r e a ll lock ta n g s a r e firm ly engaged by
attem p tin g to se p a ra te .

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 12-3
CHASSIS ELECTRICAL AND INSTRUMENTS

W IR IN G HARNESS
CONNECTOR TERMINAL LOCK CO N NECTOR

TERMINAL
R EM O V IN G TERM INAL IN STALLIN G TERM INAL
T-3323 WIRE TERMINAL TERMINAL
REMOVER TOOL

Figure 3 —Replacing Blade Type Connector Terminals

Figure 4 —Rem oving Twin Lock Connector Term inals
CHASSIS JUNCTIONS
tu rn e d off, o r until the ca u se of o v erlo ad h as been
T e rm in a l p o s ts on junction b lo ck s a r e num ­ lo c a te d and c o rre c te d . In th e event a c ir c u it b r e a k ­
b e re d to c o rre s p o n d w ith n u m b e rs shown in sy m ­ e r becom es defective (burns open), the defective
b o ls on ap p licab le w irin g d ia g ra m s . c irc u it b re a k e r m u st be re p la c e d . In sta ll c irc u it
b r e a k e r s so th e feed o r b a tte ry w ire is connected
to the "B A T” o r s h o rt te rm in a l and th e w ire s c a r ­
T IL T CAB MODELS ry in g th e c irc u it to the e le c tric a l u n its is connec­
C h a s s is ju nction block (fig. 5) is lo c a te d u n d er te d to the "AUX.” o r long te rm in a l.
le ft-h a n d step r i s e r p an el and is a c c e s s ib le when
d o o r is open and c o v e r is rem o v ed . On v e h icle s FUSE BLOCK AND FUSES
equipped w ith th e e le c tr ic tw o -sp eed ax le, an axle
sh ift sw itch c ir c u it b r e a k e r is m ounted betw een
A bulkhead fu se p an e l (fig. 6) p ro v id e s pow er
two 1 2 -te rm in a l junction b lo ck s.
ta k e -o ffs and fu se c lip s fo r a p p ro p ria te c irc u its .
The junction b lo ck is u se d to co m plete e le c ­
The engine w irin g h a rn e s s con n ecto rs a r e bolted
t r i c a l c irc u it to th e in s tru m e n t p an el h a r n e s s , the
to th e fu st p a n e l. The fu se block is lo cated in sid e
engine w irin g h a r n e s s , th e dom e lam p and the
cab on le ft-h a n d sid e cowl panel and is a c c e s s ib le
t r a i l e r w irin g h a rn e s s a sse m b ly .
fro m u n d er le ft end of dash panel.
CIRCUIT BREAKERS A fu sib le lin k is in s ta lle d betw een the p o sitiv e
(+) te rm in a l on the b a tte ry and a junction block. On
The h eadlight c irc u it is p ro te c te d by a 25-am p s e r ie s SS50, a fu sib le link is also in s ta lle d in the
au to m a tic r e s e t ty p e c irc u it b re a k e r b u ilt into the feed c ir c u it to the ignition sw itch, fu se panel,
m ain lig h t sw itch. Any condition w hich c a u se s an light sw itch, and the horn re la y .
o v e rlo a d on th is c ir c u it c a u se s th e b im e ta llic
e le m e n t to open th e c irc u it. When elem ent cools,
CIRCUIT BREAKER (2-SPEED AXLE)
th e c irc u it b r e a k e r w ill c lo se the c irc u it. T h is
o ff-a n d -o n cy cle w ill re p e a t u n til light sw itch is
tu rn e d off o r u n til c a u se of o v e rlo a d has been
lo c a te d and c o rre c te d . C irc u it b re a k e r is shown © 9
in m ain lig h t sw itch w irin g d ia g ra m (fig. 19 o r 20).
If c ir c u it b r e a k e r b eco m es defective, the com plete
1
©
lig h t sw itch a sse m b ly m u st be re p la c e d .
A 15- o r 2 0-am p au to m atic r e s e t type c irc u it ©
6 6
b r e a k e r is u se d in th e tw o -sp e e d ax le sh ift sw itch
c ir c u it on v e h ic le s equipped w ith the tw o -sp ee d
a x le . 3 ® ® © II

C irc u it to th e tw o -sp e e d ax le e le c tric sh ift

m o to r is p ro te c te d by an au to m atic r e s e t type c i r ­
c u it b r e a k e r . Any condition w hich c a u se s an o v e r­
©4 ©
lo ad on a c irc u it, su ch a s a sh o rt, w ill c a u se c i r ­
8® 8

CHASSIS JU N CTIO N BLO CK T-8003

c u it b r e a k e r b im e ta llic elem ent to open the c irc u it;
when elem en t co o ls, the c irc u it b r e a k e r w ill again
c lo se c ir c u it. T h is o ff-a n d -o n cycle w ill re p e a t
u n til th e sw itch c o n tro llin g the defective c irc u it is Figure 5 —Chassis Junction Block (Tilt Cab M odels) (Typical)

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 12-4
CHASSIS ELECTRICAL AND INSTRUMENTS
Two 4 -a m p e re o r 1 0 -a m p e re fu s e s , u se d to
p ro te c t the a m m e te r, a r e in sta lle d betw een a junc­
tion block fed fro m th e b a tte ry and the a m m e te r.
A d ire c tio n a l sig n a l fla s h e r and a tra ffic
h a z a rd fla s h e r a r e in s ta lle d on the fu se p an el. The
tra ffic h a z a rd sig n a ls a r e w ire d independently and
can be e n e rg iz e d r e g a r d le s s of ignition sw itch
p o sitio n . R e fe r to " F la s h e r " la t e r in th is se c tio n
fo r in fo rm atio n p e rta in in g to fla s h e r o p e ra tio n and
c irc u itry .
IMPORTANT: When re p la c in g f u s e s , fu sib le
lin k s, o r f la s h e r s , be c e rta in re p la c e m en t is the
sa m e p a r t n u m b er a s th e defectiv e com ponent.
FUSIBLE LINKS
A fu sib le lin k is in s ta lle d betw een the p o s i­
tiv e (+) te rm in a l of th e b a tte ry and a junction
block. On S e r ie s SS50, a fu sib le lin k is a lso
in sta lle d in th e m ain feed c irc u it to th e ignition
sw itch, light sw itch , fu se p an el, and th e ho rn re la y .
The fu sib le lin k is in c o rp o ra te d a s p a r t of the
w irin g s y ste m to p ro v id e in c re a s e d o v e rlo a d p r o ­
te c tio n to e le c tr ic a l c ir c u its , except the s ta r tin g
m o to r c irc u it, w hich a r e not o th e rw ise p ro te c te d
by fu se s .
The fu sib le lin k is a w ire of fo u r gauge s iz e s
s m a lle r than th e s m a lle s t feed w ire; fo r exam ple;
a fu sib le link of 1 6 -gauge w ire m ust have 12-gauge
w ire o r l a r g e r in a ll u n p ro te c te d c ir c u its of the
Figure 6 —Typical Fuse Block
lin k sy ste m . To aid in id en tificatio n , the gauge
s iz e of the w ire is la b e le d on the sid e of the link.
IMPORTANT: If an ov erlo ad o r som e o th e r
condition d e stro y s a link, lo ca te and c o r r e c t the
cau se of the fa ilu re , then re p la c e the link w ith a
w ire of the sa m e gauge s iz e and length. DO NOT
re p la c e a fu sib le link w ith a w ire of la r g e r siz e .
R e fe r to P a r ts Book fo r c o r r e c t re p la c e m e n t p a rt
n u m b er.
MECHANICAL SPEEDOMETER
S p eed o m eter is m ech an ically d riv en fro m the
s p e e d o m e te r a d a p te r by a flexible cab le. The
m ile s - p e r -h o u r hand is m agnetic cup actu ated ,
w hile the od o m eter is d ire c t g e a r a ctu ate d . If
sp e e d o m e te r beco m es in o p e ra tiv e , disco n n ect the
cable a t r e a r of sp e e d o m e te r head and a d a p te r and
check to m ake s u re cable and d riv e g e a r on tr a n s ­
m issio n a r e o p e ra tin g p ro p e rly . T his can be done
by d riving the v ehicle fo rw a rd w hile an a s s is ta n t
ch ecks m ovem ent of the d riv e cable in sid e the
flex ib le cable. If cable and d riv e g e a r o p e ra te s
p ro p e rly , re p la c e sp e e d o m e te r head. If not, d e­
te rm in e w hether th e cable o r d riv e g e a r is d efec­
tiv e and re p la c e the defective com ponent.
To check the sp ee d o m ete r fo r a c c u ra c y , u se
a te s t m achine th a t is equipped w ith a d riv e . Con­
n e ct sp e e d o m e te r head to d riv e and o p e ra te a t a
known 1,000 rp m . The m ile s -p e r- h o u r hand should
CHEVROLET 40-60 TRUCK SERVICE MANUAL

r e g is te r 60 m ph, and the o d o m eter should r e g is te r
o n e -m ile -p e r-m in u te . If not, sp e e d o m e te r head is
d efectiv e and should be re p la c e d .
NOTE: A sp e e d w arning device is u se d a s
o p tional equipm ent on som e v e h ic le s to audibly
a l e r t th e d riv e r when a p re d e te rm in e d sp e ed has
been obtained.
A knob on in stru m e n t p anel to le ft of sp e e d ­
o m e te r c o n tro ls an in d ic a to r hand on the sp e ed ­
o m e te r. When in d ic a to r is s e t to a d e s ire d sp eed,
a b u z z e r, connected in s e r i e s w ith th e sp eed o m ­
e te r w ill audibly a le r t th e d riv e r when the p r e ­
d e te rm in e d sp eed is obtained.
The b u z z e r is not a d ju sta b le o r re p a ira b le ,
th e r e f o r e , if it b eco m es in o p e ra tiv e , re p la c e .
SPEED O M ETER CABLE
R EPLA C EM EN T OR LUBRICATION
1. D iscon n ect sp e e d o m e te r cab le fro m sp ee d ­
o m e te r head.
2. R em ove cab le by pulling it out fro m sp e e d ­
o m e te r end of conduit.
NOTE: If cab le is b ro k en , it w ill be n e c e s s a ry
to rem o v e lo w er p o rtio n of cab le fro m tr a n s m is ­
sio n end of conduit.
3. L u b ric a te lo w er % p o rtio n of cable w ith
lu b ric a n t sp e c ifie d in LUBRICATION (SEC. 0) of
th is m anual, th en p u sh cab le into conduit.
IM PORTANT: DO NOT kink cab le o r cable
h ousing. C onnect u p p e r end of cable to sp eed o m ­
e te r head, then ro a d te s t v eh icle fo r p r o p e r sp e e d ­
o m e te r o p e ra tio n .
CAUTION: DO NOT over-lubricate
the flexible cable or adapter. Excessive
lubrication will seriously affect speed­
ometer operation.
ELECTRIC HORN
The e le c tr ic a ir - to n e "S" type h o rn is c a r e ­
fu lly ad ju ste d and in sp e c te d d uring m an u factu re
and should o p e ra te in d efin itely w ithout atten tio n .
T he h o rn a s se m b ly should not be ad ju sted o r r e ­
p a ire d .
If the h o rn fa ils to o p e ra te , u se a ju m p e r le a d
to check th e e x te rn a l h o rn c irc u it a s follow s:
1. C onnect ju m p e r le a d fro m No. 2 te rm in a l
on h o rn re la y to ground. If h o rn then o p e ra te s,
tro u b le is in th e h o rn c o n tro l c irc u it. If h o rn does
not o p e ra te , re m o v e ju m p e r le a d and p ro c e e d w ith
Step 2.
2. M o m en tarily connect ju m p e r le a d betw een
No. 3 and No. 1 te rm in a ls on h o rn re la y . If horn
o p e ra te s , th e re la y is d efectiv e.
3. H orn c ir c u it is in te rn a lly grounded through
th e h o rn m ounting. T h e re fo re , it is n e c e s s a ry that
a good ground connection be m ain tain ed betw een
th e h o rn m ounting b ra c k e t and its m ating p a r t.
CHASSIS ELECTRICAL AND INSTRUMENTS
C heck fo r a good ground by connecting a ju m p er
le a d fro m the horn m ounting b ra c k e t to the vehicle
fra m e . Be s u re co n tact is m ade th ro u g h p ain t on
h o rn b ra c k e t and fra m e .
If tro u b le w as not c o rre c te d by th e above
ch eck s, a fo reig n p a r tic le m ay be holding th e horn
co n ta c ts open. T his condition can so m e tim e s be
c o rre c te d by e n e rg izin g the horn, then lightly
tapping th e horn pow er p la n t to dislodge th e p a r ­
tic le . If th is fa ils to c o r r e c t the p ro b le m , re p la c e
the h o rn a sse m b ly .
AIR HORN
A ir h o rn s (when used) a r e m ounted on p e d e s ­
ta ls a tta c h e d to th e cab ro o f p a n e l. A ir p r e s s u r e
to h o rn s is c o n tro lle d by a c o n tro l valve m ounted
on the in n e r hinge p illa r p an el a t le ft sid e of cab.
A sig n al c o rd is u se d to m anually a c tiv a te the con­
tr o l valve.
A ir p r e s s u r e is supplied by th e p r e s s u r e p r o ­
te c tio n valve. R e fe r to "AIR BRAKES" (SEC. 5B)
in th is m anual fo r in fo rm a tio n on the p r e s s u r e p r o ­
te c tio n valve.
If the a i r horn c o n tro l valve b eco m es in o p e r­
a tiv e, a s e rv ic e k it co n sistin g of a sp rin g , ru b b e r
s e a t, and p lu n g er m ay be in sta lle d a f te r d isco n ­
n ecting th e a i r in let lin e and rem oving end plug
fro m valve.
RELAYS
R elay s a r e u se d in som e in sta n c e s to au to ­
m a tic a lly open o r c lo se a c irc u it a s o p e ra tin g con­
ditions m ay r e q u ire ; in o th e r c a s e s , they a r e u se d
to p ro v id e a d ire c t connection betw een th e b a tte ry
and an e le c tric a lly o p e ra te d device, w ith only a
s m a ll am ount of c u rre n t re q u ire d to e n e rg iz e the
re la y o p era tin g co il. T he la tte r u se e lim in a te s the
u se of g re a t len g th s of heavy w ire , th e re b y providing
h ig h e r voltage to th e e le c tr ic a l device.
NOTE: In fo rm atio n p e rta in in g to th e S ta r te r
In te rlo c k R elay is co v e re d u n d er "STARTING
SYSTEM " in ENGINE ELECTRICAL (SEC. 6Y) in
th is m anual.
HORN RELAY
NOTE: R e fe r to applicable w irin g d ia g ra m
f o r w irin g co n n ectio n s a t h o rn re la y .
The horn button in c e n te r of s te e rin g w heel is
connected in s e r ie s w ith re la y o p e ratin g coil at
r e la y te rm in a l No. 2. When c irc u it through re la y
o p era tin g coil is com pleted a t the h o rn button, a
s m a ll am ount of c u rr e n t flow s fro m the b a tte ry
through the co il w inding. W ith winding en erg ized ,
a r m a tu re is a ttr a c te d to c o re and p o in ts clo se.
C u rre n t fro m the b a tte ry (No. 1 te rm in a l), then
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 12-6
CHASSIS ELECTRICAL AND INSTRUMENTS
flow s d ire c tly th ro u g h re la y co n tacts and out No.
3 te rm in a l to th e h o rn . The re la y th u s p ro v id e s a
h ig h er voltage to the h o rn by avoiding v oltage drop
th ro u g h th e long c ir c u it thro u g h the h o rn button.
R elay is n o n -a d ju sta b le , th e re fo re , if it b eco m es
in o p e rativ e , re p la c e .
TRAILER I.C .C . MARKER
LAM P RELAY (WHEN USED)
NOTE: R e fe r to ap p licab le w irin g d ia g ra m
fo r w irin g co nnections a t re la y .
The m a r k e r lam p sw itch on in s tru m e n t p anel
is connected in s e r ie s w ith m ain lig h t sw itch and
o p e ra tin g co il of I.C .C . m a rk e r lam p re la y o p e r­
atin g coil at te rm in a l No. 3.
When the m ain lig h t sw itch and the m a rk e r
lam p sw itch a r e p la c e d in "ON" p o sitio n , a sm a ll
am ount of c u r r e n t w ill flow th ro u g h the re la y coil
w inding. W ith winding e n e rg iz e d , a rm a tu r e is a t ­
tra c te d to c o re and poin ts c lo se . C u rre n t fro m the
b a tte ry (No. 1 te rm in a l), then flow s d ire c tly thro u g h
re la y co n ta c ts and out te rm in a l No. 2 to com plete
c irc u it to r e a r I.C .C . m a rk e r l^m p s.
If opening v oltage is not w ithin lim its lis te d
in "S p ec ific a tio n s” a t end of th is se c tio n , re p la c e
the re la y .
IGNITION AND STARTER SWITCH
The ig n itio n sw itch is m ounted on the d ash
panel. The s ta r tin g c ir c u it is e n e rg iz e d by p la c ­
ing the sw itch in “ START” p o sitio n .
The sw itch and h a rn e s s -to -s w itc h co n n ecto r
fe a tu re s a th re e tang lock to s e c u re a f irm con­
nection. The sw itch lock cy lin d e r and cy lin d e r h o u s­
ing can be re p la c e d a s follow s:
REMOVAL
1. D isco n n ect n egative b a tte ry cab le fro m b a t­
te ry .
2. P o sitio n sw itch in "O F F ” p o sitio n , then
in s e r t a w ire into sm a ll hole in c y lin d er fa c e . P u sh
in on w ire to d e p re s s p lu n g er and tu rn key coun­
te rc lo c k w ise u n til lo ck c y lin d e r can be p u lled fro m
cy lin d e r housing.
ALARM SYSTEM
V ario u s a la rm s y s te m s a r e u se d on v eh icles
c o v e re d by th is m an u al. T e ll-ta le lig h ts lo cated
on the gauge and te ll- ta le p an el in fro n t of d riv e r
a r e illu m in a te d only when th e bulb behind the le t­
te rin g is illu m in ated .
A low vacuum , low a i r p r e s s u r e , a n d /o r en­
gine a la rm b u z z e r is u se d to audibly a le r t the
d riv e r of low vacuum , low a ir p r e s s u r e , low oil
p r e s s u r e , o r an o v e rh e a te d engine.
3. U sing a su itab le tool, rem ove ignition
sw itch re ta in in g nut fro m dash panel.
4. R each up u nder dash panel and pull sw itch
fro m panel opening. In s e rt a thin bladed s c re w ­
d r iv e r u n d er each tang of the w iring co n n ecto r and
re le a s e w irin g connector lugs fro m sw itch. P ull
co n n ecto r fro m sw itch.
INSTALLATION
1. P o sitio n w iring co n n ecto r on sw itch and
engage lock tangs of w irin g con n ecto r on sw itch
housing. Make s u re lock tan g s a r e firm ly engaged
by a ttem p tin g to s e p a ra te .
2. I n s e rt sw itch into panel opening, then in ­
s ta ll sw itch re ta in in g nut and tig h ten firm ly .
3. In s e rt sw itch lock cy lin d er into sw itch
housing and ro ta te clockw ise to s e c u re in lock
p o sitio n .
4. Connect negative b a tte ry cable to b a tte ry ,
and check o p e ra tio n of sw itch.
TRAILER EM ERGENCY STOP
LIGHT SWITCH (WHEN USED)
The a ir - o p e r a te d em erg en cy stop light sw itch
is u se d a s optional equipm ent on so m e veh icles
co v e re d by th is m anual. R e fe r to app licab le w ir­
ing d iag ra m fo r e le c tr ic a l connections a t the
sw itch. R efer to "A IR BRAKES" (SEC. 5B) of
th is m anual fo r in fo rm atio n re la tiv e to te stin g and
re p la c in g the sw itch.
INTER-AXLE DIFFERENTIAL
LOCK SWITCH
The in te r-a x le d iffe re n tia l lock sw itch is lo ­
ca te d on the dash panel on v eh ic les equipped with
the tandem r e a r ax le . When sw itch le v e r is p o s i­
tio n ed in "LOCK” p o sitio n , the ”D IF F . LOCK"
te ll- ta le lam p illu m in a te s. R e fe r to ”REAR AXLE
AND CONTROLS” (SEC. 4A) of th is m anual fo r
in fo rm atio n re la tiv e to th is unit.
LOW VACUUM ALARM SYSTEM
The low vacuum a la rm sy ste m , on v e h ic le s so
equipped, c o n sists of a low vacuum sw itch, a b u zz­
e r, and a gauge to audibly and v isu a lly w arn the
d riv e r when vacuum is below a safe lim it.
The low vacuum a la rm b u z z e r is m ounted on
left sid e of dash panel in sid e the cab. When c irc u it
th ro u g h b u z z e r is com pleted at low vacuum sw itch,
CHEVROLET 40-60 TRUCK SERVICE MANUAL

a c tio n of the v ib ra tin g a rm a tu r e s trik in g the co re
p ro d u c e s a buzzing sound.
Low vacuum a la rm s y ste m w irin g co nnections
a r e shown on ap p licab le w irin g d ia g ra m s. The
a la rm b u z z e r and sw itch a r e not re p a ra b le units;
th e r e f o r e , if u n it b e c o m e s in o p e ra tiv e , re p la c e .
LO W AIR PRESSURE ALARM SYSTEM
The low a ir p r e s s u r e a la r m s y ste m , on v e ­
h ic le s so equipped, c o n s is ts of a low a ir p r e s s u r e
sw itch , a b u z z e r, and a te ll- ta le a n d /o r gauge to
audibly and v isu a lly w a rn th e d riv e r when a ir p r e s ­
s u r e in the s y s te m is below a safe lim it fo r b ra k e
o p e ra tio n . R e fe r to "AIR BRAKES" (SEC. 5B) fo r
in fo rm a tio n on low a i r p r e s s u r e sw itch.
The low a i r p r e s s u r e a la r m b u z z e r is m ounted
on left sid e of d ash p an el in sid e th e cab on con­
ven tio n al cab m od els; o r on in s tru m e n t panel to
s te e rin g colum n su p p o rt b ra c k e t on tilt cab m odels.
When c irc u it th ro u g h b u z z e r is co m p leted a t low
a i r p r e s s u r e sw itch , actio n of th e v ib ratin g a r m ­
a tu re strik in g th e c o re p ro d u c e s a buzzing sound.
Low a i r p r e s s u r e a la r m sy s te m w iring con­
nectio n s a r e shown on ap p licab le w irin g d ia g ra m s.
In th e event of fa ilu re , the b u z z e r m u st be
re p la c e d .
INSTRUMENTS AND G A U G ES
GENERAL MAINTENANCE
A ll in s tru m e n ts and gauges a r e in sta lle d in
th e in stru m e n t c lu s te r o r dash p an el. The e n tire
c lu s te r m ay be rem o v ed fro m th e v eh icle fo r s e r v ­
icin g in s tru m e n ts and gauges. Illu m in ation and
in d ic a to r lam p s m ay be re p la c e d w ithout rem oving
th e c lu s te r fro m th e v eh icle. On conventional cab
m odels having a la m in a te d die cut c irc u it, the
b u lb s a r e in s ta lle d in p la s tic h o ld e rs w hich lock
into th e c lu s te r housing. On a ll o th e r m o dels, the
lam p s o c k e ts a r e clip re ta in e d and can be quickly
snapped in o r out of p o sitio n .
R e g u la r m ainten an ce is not re q u ire d on the
in s tru m e n t c lu s te r o r its com ponents o th e r than
m aintaining clean , tight e le c tr ic a l connections,
re p la c in g d efectiv e com ponents and keeping sp e e d ­
o m e te r cab le p ro p e rly lu b ric a te d .
Sec. 12-7
CHASSIS ELECTRICAL AND INSTRUMENTS
NOTE: T h is sy ste m is p a r t of the "Engine
A la rm S y stem " when vehicle is so equipped.
ENGINE ALARM SYSTEM
T his sy ste m , u se d a s optional equipm ent on
so m e v e h ic le s, audibly and visu ally w a rn s the
d riv e r of low a i r p r e s s u r e , low oil p r e s s u r e , o r
an o v e rh e a te d engine. The a la rm s y s te m c o n sists
of a low a ir p r e s s u r e sw itch, low oil p r e s s u r e
sw itch , hot engine sw itch, a la rm b u z z e r and r e c ­
tif ie r a sse m b ly , and a s e p a ra te te ll- ta le light fo r
each condition. The b u z z e r and r e c tif ie r is m ount­
ed on le ft sid e of dash panel in sid e the cab on con­
ventional cab m odels and on s te e l- tilt cab m odels,
it is m ounted on in stru m e n t panel to ste e rin g c o l­
um n su p p o rt b ra c k e t. W iring connections a r e shown
on ap p licable w iring d ia g ra m s.
B u z z e r and r e c tif ie r a sse m b ly c o n sists of a
v ib ra tin g a rm a tu re type re la y w hich p ro d u c e s a
buzzing sound when th e c irc u it through re la y coil
is com pleted by e ith e r of th re e co n tro llin g sw itch es
and a th re e c irc u it r e c tif ie r . The re c tif ie r p e rm its
c u r re n t flow in one d ire c tio n only, p re v en tin g a
back flow of c u rre n t fro m one a la rm c irc u it fro m
illu m in atin g the o th e r te ll- ta le lig h ts. T hus, when
only one a b n o rm al condition e x ists, th e b u z z e r w ill
sound but only the te ll- ta le light connected to th at
c irc u it w ill illu m in a te.
If a la rm b u z z e r o r re c tif ie r a sse m b ly does
not o p e ra te p ro p e rly , re p la c e the com plete unit.
CONVENTIONAL CAB MODELS
A ty p ical in stru m e n t c lu s te r u se d on th e se
v eh ic le s is shown in fig u re 7. C lu ste r contains
in stru m e n t lig h ts, in d ic a to r lig h ts, gauges, sp ee d ­
o m e te r, and ta c h o m e te r.
NOTE: The in s tru m e n ts , gauges, and te ll- ta le
lig h ts w ill v a ry w ith tru c k m odels, depending upon
the siz e of v eh icle and equipm ent used .
INSTRUMENT CLUSTER REMOVAL
(R efer to F ig s. 7 and 9)
1. D isconnect negative b a tte ry cable fro m
b a tte ry to p re v e n t a c cid e n tal grounding at the a m ­
m e te r when rem oving c lu s te r.
2. D isconnect sp e e d o m e te r d riv e cable and
w irin g h a rn e s s co n n ecto r a t r e a r of in stru m e n t
p an el (fig. 9).
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 12-8
CHASSIS ELECTRICAL AND INSTRUMENTS

3. R em ove choke c o n tro l knob fro m choke ro d . LAMINATED DIE-CU T CIRCUIT

4. R em ove s e ts c r e w fro m w indshield w ip er
knob, then rem o v e knob.
5. P u ll light sw itch knob out to e x tre m e p o s i­
tio n , then p r e s s on sp rin g -lo a d e d r e le a s e button
on sw itch a sse m b ly and p u ll sw itch knob and ro d
out of in stru m e n t p an el.
6. Using a su ita b le tool, rem o v e choke con­
tr o l, w indshield w ip e r, and lig h t sw itch b e z e ls
fro m in stru m e n t p an el.
7. D isco n n ect a i r p r e s s u r e and oil p r e s s u r e
gauge p ip e s.
NOTE: W rap o il p r e s s u r e gauge lin e w ith a
cloth to p re v e n t lo ss of oil when connection is
opened.
8. L oosen m a st ja c k e t u p p er su p p o rt clam p
b o lts and lo w er m a st ja c k e t to p re v e n t in te rfe re n c e
w ith low er edge of in s tru m e n t c lu s te r.
9. R em ove c lu s te r re ta in in g s c re w s fro m face
of a sse m b ly and re m o v e in stru m e n t c lu s te r fro m
in stru m e n t p an el.
REPLA CEM EN T
1. W ith in stru m e n t c lu s te r rem o v ed fro m v e ­
h ic le , rem o v e a ll lam p a s s e m b lie s fro m the c lu s ­
t e r (fig. 8).
2. R em ove lam in ated c irc u it reta in in g s c re w s
and w a sh e rs.
IMPORTANT: T h ese s c re w s s e rv e a s a ground
fo r the c irc u it and m ust be re in s ta lle d to pro v id e
p ro p e r ground connections fo r the lam in ate d c irc u it.
3. R em ove fuel, te m p e ra tu re , and a m m e te r
te rm in a l nuts which re ta in la m in a ted c irc u it to
c lu s te r co v er.
4. R em ove la m in ate d c irc u it fro m r e a r of in ­
stru m e n t c lu s te r.
5. In sta ll lam in ated c irc u it in r e v e r s e o r d e r
of re m o v a l and check o p eratio n of unit.
INSTRUMENT CLUSTER INSTALLATION
1. W ith in stru m e n t c lu s te r com pletely a s s e m ­
bled, p o sitio n c lu s te r in in stru m e n t panel and a t­
ta c h w ith sc re w s .
2. In sta ll light sw itch, w indshield w ip er sw itch,

1 Light Switch 6 Choke Name P late 11 Choke Knob

2 W/S W iper and W asher Switch 7 Instrum ent C lu ster A ssem bly 12 Screw
A ssem bly 8 Bezel 13 Light Switch Rod
3 W asher 9 Knob - W/S W iper 14 "J" Nut
4 Choke Rod and Tube 10 S etscrew 15 Nut A ssem bly
5 Nut T-6324

Figure 7—Instrum ent Cluster (Conventional Cab M odelsI (TypicalI

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 12-9
CHASSIS ELECTRICAL AND INSTRUMENTS

1 In stru m en t C lu ste r C onnector 6 B rak e W arning Indicator 12 Ignition T erm in al

2 L am inated C irc u it 7 R.H. D irectional T e ll-ta le 13 T em p e ratu re Gauge
3 In stru m en t C lu ste r Lamp 8 L.H. D irectional T e ll-ta le 14 Lam inated C ircu it to P an el
4 Fuel Gauge 9 H igh-B eam Indicator Screw
5 O versp eed W arning/Low 10 G e n erato r (Ammeter) 15 Lamp Bulb
Vacuum 11 B atte ry (Am m eter) 16 Bulb H older t -6598

Figure 8—Instrum ent Cluster Connections (Conventional Cab M odels) (Typical)

and choke c o n tro l b e z e ls in in stru m e n t panel and
tig h ten firm ly .
3. I n s e r t lig h t sw itch ro d through f e r r u le and
p u sh in u n til sp rin g -lo a d e d la tc h engages groove
n e a r end of ro d .
4. P o sitio n w indshield w ip er knob on sw itch
a sse m b ly and s e c u re w ith s e ts c re w .
5. T h re a d choke c o n tro l knob onto choke rod.
6. R e fe rrin g to fig u re 9 fo r p ro p e r connec­
tio n s, connect sp e e d o m e te r d riv e cab le and w iring
h a rn e s s co n n ecto r a t r e a r of in stru m e n t panel.
7. C onnect a i r p r e s s u r e and oil p r e s s u r e gauge
p ip e s to re s p e c tiv e u n its.
8. Connect neg ativ e b a tte ry cable to b a tte ry
and check o p e ra tio n of in d ic a to r and illum ination
lig h ts and gauges.
INDICATOR AND ILLUMINATION
BULB REPLA CEM EN T
1. T u rn bulb h o ld er co u n terclo ck w ise to r e ­
m ove fro m c lu s te r housing.
2. P u ll bulb s tra ig h t out to rem o v e fro m the
h o ld e r.
3. In sta ll re p la c e m e n t bulb in h o ld e r and
p r e s s in w ard to lock in p la c e .
4. In s e rt h o ld e r into housing w ith lugs on hold­
e r en terin g notch in c a se and tu rn clockw ise to
lock in p la c e .
SPEEDOM ETER REPLACEM ENT
NOTE: R e fe r to ’’M echanical S p eedom eter"
p re v io u sly in th is se ctio n fo r in fo rm atio n p e r ta in ­
ing to m echanical s p e e d o m e te r o p eratio n and sp e ed ­
o m e te r cable re p la c e m en t o r lu b ric atio n .
1. Rem ove in stru m e n t c lu s te r a sse m b ly and
la m in ate d c irc u it a s p re v io u sly d e sc rib e d .
2. Rem ove s c re w s and c lu s te r r e a r co v e r.
3. R em ove fro n t co v er fro m face of c lu s te r.
4. R em ove two retain in g sc re w s , then rem o v e
sp e e d o m e te r fro m c lu s te r.
5. In sta ll sp eed o m e te r in r e v e r s e o rd e r of
rem o v al and check o p eratio n of unit.
FU EL GAUGE REPLACEM ENT
(R efer to F ig s. 7 and 9)
1. Rem ove in stru m e n t c lu s te r assem b ly as
p re v io u sly d e scrib ed .
2. Rem ove in stru m e n t lam p s, ground sc re w s,
and te rm in a l nuts w hich re ta in the lam in ated c i r ­
cu it to fuel gauge se ctio n of the c lu s te r a sse m b ly .

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 12-10
CHASSIS ELECTRICAL AND INSTRUMENTS

3. C arefu lly rem o v e the la m in a te d c irc u it fro m 3. R em ove th re e attach in g s c re w s , co v er, and
fu el gauge a r e a of the c lu s te r , then re m o v e re ta in ­ gauge asse m b ly fro m c lu s te r housing.
ing s c re w s , c o v e r, and gauge a sse m b ly fro m c lu s ­ 4. R em ove te rm in a l attach in g nuts and gauge
te r housing. un it fro m c o v er p la te .
5. In sta ll te m p e ra tu re gauge in r e v e r s e o rd e r
4. R em ove attach in g nuts and gauge fro m
of re m o v a l and check o p era tio n of unit.
c o v e r p la te .
5. In s ta ll fuel gauge in r e v e r s e o rd e r of r e ­ TEM PERATURE SENDER UNIT
m oval and check o p e ra tio n of unit. REPLACEM EN T
1. R eliev e coolant s y s te m p r e s s u r e by lo o se n ­
TEM PERA TU RE GAUGE ing ra d ia to r cap.
R EPLA C EM EN T (F ig . 8) 2. R em ove se n d e r unit lo c ate d in le ft cy lin d er
1. R em ove in s tru m e n t c lu s te r a sse m b ly a s head on V8 engines, and in c y lin d er head r e a r ex­
p re v io u sly d e sc rib e d in th is se c tio n . h a u st p o rt on L -6 en gines. R eplace w ith new unit.
2. R em ove te rm in a l n u ts w hich re ta in la m in ­ 3. C heck coolant s y ste m lev e l, tighten r a d ia to r
a ted c irc u it to gauge u n it. cap, and check o p eratio n of u n it.

F u se B lock 13 W iper M otor C o n nector

W iring H a rn e ss A ssem bly
H orn R elay C onnector
L ight Sw itch C onnector
Stop Lam p Switch
Ignition W arning B u z z e r
(D iesel M odels)
Low A ir P r e s s u r e W arning
Switch
Low A ir P r e s s u r e Sw itch
C onn ecto r
Low V acuum W arning Sw itch
(D iesel M odels)
10 C lu s te r C onn ector
11 W indshield W iper M otor
12 Choke Rod
14 To H e a te r C o n tro l Sw itch
H e a te r C o n tro l P a n e l B ulb
16 Ignition Switch
17 Ignition Switch C o n n ecto r
18 G round W ire C lu s te r C o n n ecto r
19 W iper Sw itch C o n nector
20 B ulkhead C o n nector
21 D ire c tio n a l Sw itch C o n n ecto r
22 Stop L am p Sw itch C o n nector
23 Low A ir P r e s s u r e W arning
B uzzer
24 D im m e r Sw itch
25 F u el T ank M e te r W ire
26 D om e L am p C o n n ecto r
T-7072

Figure 9 —Instrument Panel W iring (Conventional Cab M odels) (Typical)

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 12-11
CHASSIS ELECTRICAL AND INSTRUMENTS

8 9 1°

8 D irectional Signal Connector

9 Bulkhead Connector
10 Fuel Gauge Connector
11 B rake Warning Lamp
12 Ignition Switch
Fuse Block 13 T em perature Gauge Connector
Fuel Tank M eter Wire 14 Right Turn Indicator Lamp
Horn Relay 15 A m m eter Connector
Stop Lamp Switch 16 Backing Lamp Connector
W iring H arness Assembly 17 Left Turn Indicator Lamp
H i-Beam T ell-tale 18 Light Switch Connector
Instrum ent C luster Lamp 19 D im m er Switch T-7075

F ig u re 1 0 —In stru m en t P a n el W irin g (C o w l a n d “ S ” M o d e ls) (Typical)

OIL AND/OR AIR PRESSURE OIL PRESSURE SENDER UNIT

GAUGE R EPLA CEM EN T (F ig . 8 o r 9)
R em oval
1. D isconnect neg ativ e b a tte ry cable fro m
b a tte ry .
2. D isco n n ect oil p r e s s u r e and a ir p r e s s u r e
(if so equipped) gauge fe e d p ip e s.
NOTE: O il p r e s s u r e line connection m ay leak
oil when opened; w rap w ith cloth.
3. R em ove th re e r e a r c o v er re ta in in g sc re w s.
Tip c o v er and gauge a sse m b ly and rem o v e fro m
in s tru m e n t c lu s te r housing.
4. R em ove pipe fittin g and re ta in in g nut fro m
gauge being re p la c e d and rem o v e gauge fro m
c o v e r.
In sta lla tio n
1. In sta ll gauge to c o v er w ith re ta in in g nut
and pipe fittin g .
2. In s ta ll gauge in in stru m e n t c lu s te r housing
and a tta c h w ith re ta in in g sc re w s .
NOTE: Check to be s u re p rin te d c irc u it edge
is not p inched betw een c o v e r and c lu s te r housing.
3. C onnect feed lin e s to gauge(s). Connect
neg ativ e b a tte ry cab le to b a tte ry and check o p e r­
ation of u n its.
REPLACEM EN T
1. D isconnect w iring h a rn e ss connector fro m
se n d e r unit te rm in a l lo ca ted in block above s t a r t e r
on L -6 engines and at left fro n t of d is trib u to r on
V8 engines.
2. R em ove se n d e r unit using Tool (J-21757).
R eplace w ith new u n it and check o p eratio n .
AMMETER GAUGE REPLACEM ENT
(R efer to F ig s. 7 and 8)
1. Rem ove in stru m e n t c lu s te r asse m b ly and
la m in a ted c irc u it a s d e sc rib e d p rev io u sly .
2. R em ove te rm in a l nuts which a tta c h p rin te d
c irc u it to gauge unit.
3. R em ove th re e attaching s c re w s, co ver and
gauge a sse m b ly fro m c lu s te r housing.
4. Rem ove te rm in a l attaching nuts and gauge
unit fro m co v er p la te .
5. R eplace a m m e te r gauge unit by re v e rs in g
re m o v a l p ro c e d u re and check o p eratio n of unit.
CO W L AND "S” MODELS
The c lu s te r contains a g e n e ra to r a m m e te r,
engine te m p e ra tu re gauge, oil p r e s s u r e gauge, and
a fuel gauge. A m atching round sp eed o m e ter is also
u se d on th e se m odels and an a ir p r e s s u r e gauge o r

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 12-12
CHASSIS ELECTRICAL AND INSTRUMENTS

vacuum gauge is m ounted on th e in stru m e n t p an el.
E le c tr ic a l co n n ectio n s to gauges a r e m ade
through b la d e -ty p e c o n n e c to rs (fig. 10). The in s tr u ­
m ent and te ll- ta le lig h t b u lb s a r e in s ta lle d in so c ­
k e ts w hich snap into h o les in back of c lu s te r.
INSTRUMENT CLUSTER REMOVAL
1. D isco n n ect n eg ativ e b a tte ry cab le fro m
b a tte ry to p re v e n t a c c id e n ta l grounding a t a m m e te r
when rem o v in g c lu s te r .
2. R em ove in d ic a to r and illu m in a tio n lam p
bulbs and d isco n n ect e le c tr ic a l te rm in a l connec­
to r s fro m in s tru m e n t p an el w irin g h a rn e s s .
3. D isco n n ect o il p r e s s u r e gauge lin e and
w rap lin e w ith a clo th to p re v e n t lo s s of o il when
connection is opened.
4. R em ove th r e e s c re w s w hich a tta c h c lu s te r
housing to dash p a n e l, then rem o v e c lu s te r fro m
u n d er dash p an el.
INSTRUMENT CLUSTER INSTALLATION
1. W ith in s tru m e n t c lu s te r com pletely a s s e m ­
b led , po sitio n in s tru m e n t c lu s te r in dash p anel
opening and in s ta ll th r e e s c re w s to a tta c h . T ighten
s c re w s firm ly .
2. Connect o il p r e s s u r e gauge lin e to o il p r e s ­
s u r e gauge and tighten connections firm ly .
3. C onnect e le c tric a l te rm in a l co n n ec to rs to
re s p e c tiv e te rm in a ls on in stru m e n t c lu s te r and
in s ta ll in d ic a to r and illu m in atio n lam p bulbs in
re s p e c tiv e openings in in stru m e n t c lu s te r (fig. 10).
4. C onnect negative b a tte ry cable to b a tte ry
and check o p eratio n of in d ic a to r and illu m in atio n
lig h ts and gauges.
SPEED O M ETER REPLACEM EN T
NOTE: R e fe r to "M echanical S p eed o m eter"
p re v io u sly in th is se c tio n fo r in fo rm atio n p e r ta in ­
ing to m echanical o p e ra tio n and sp e e d o m e te r cable
re p la c e m e n t and lu b ric a tio n .
1. D isconnect negative b a tte ry cable fro m
b a tte ry .
2. D isconnect sp e e d o m e te r cable and a ll in ­
d ic a to r and illu m in atio n so c k e ts fro m r e a r of
sp e e d o m e te r.
3. R em ove th re e s c re w s w hich a tta c h sp e e d ­
o m e te r housing to dash p an el, then rem o v e sp e e d ­
o m e te r.
4. In sta ll sp e e d o m e te r in r e v e r s e o rd e r of
re m o v a l and check o p eratio n of unit.
NOTE: DO NOT KINK CABLE HOUSING when
connecting sp e e d o m e te r cable.

1 E ngine O v ersp eed W arning 6 Low O il T e ll-ta le 11 Engine O il P r e s s u r e Gauge

T e ll- ta le 7 W ater T e m p e ra tu re T e ll-ta le 12 V o ltm eter
2 T e m p e ra tu re Gauge 8 Low A ir T e ll-ta le 13 A ir P r e s s u r e Gauge
3 S peed o m eter 9 R.H . T u rn Signal T e ll-ta le 14 H i-B eam T e ll-ta le
4 L .H . T u rn Signal T e ll- ta le 10 T a c h o m e te r 15 Fuel Gauge
5 D iffe re n tia l Lock T e ll- ta le T-7076

Figure 11 —Instrum ent Cluster (Tilt Cab M odels) (Typical)

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 12-13
CHASSIS ELECTRICAL AND INSTRUMENTS

FU E L GAUGE REPLA CEM EN T OIL PRESSURE GAUGE

1. R em ove in stru m e n t c lu s te r a sse m b ly as
p re v io u sly d e sc rib e d .
2. U ncrim p b e z e l (7 p la c e s) and rem o v e b ez el.
3. R em ove nuts w hich a tta c h fu el gauge to
c lu s te r c a se and re m o v e gauge.
4. In s ta ll fuel gauge in r e v e r s e o r d e r of r e ­
m oval and check o p e ra tio n of unit.
TEM PERA TU RE GAUGE
R EPLA C EM EN T
1. R em ove in stru m e n t c lu s te r a sse m b ly a s
p re v io u sly d e sc rib e d .
2. U ncrim p b e z e l (7 p la c e s) and rem o v e b e ze l.
3. R em ove two nuts w hich a tta c h te m p e ra tu re
gauge to c lu s te r c a s e and rem o v e gauge.
4. In s ta ll te m p e ra tu re gauge in r e v e r s e o rd e r
of re m o v a l and check o p e ra tio n of unit.
TEM PERA TU RE SENDER UNIT
R EPLA CEM EN T
1. L oosen ra d ia to r cap to re lie v e coolant
s y s te m p r e s s u r e .
2. R em ove s e n d e r un it lo c a te d in le ft cy lin d er
head p o rt o r in c y lin d e r head r e a r exhaust p o rt.
R ep lace w ith new un it.
3. C heck coolant s y s te m le v e l, tighten r a d ­
ia to r cap, and ch eck o p e ra tio n of unit.
REPLA CEM EN T
1. R em ove in stru m e n t c lu s te r a sse m b ly as
p re v io u sly d e sc rib e d .
2. U ncrim p b ezel (7 p laces) and rem o v e b ez el.
3. R em ove nuts w hich a tta c h oil p r e s s u r e
gauge to c lu s te r c a se and rem o v e gauge.
4. In sta ll oil p r e s s u r e gauge in r e v e r s e o rd e r
of rem o v al and check o p eratio n of u n it.
OIL PRESSURE SENDER UNIT
R EPLA CEM EN T
1. D isconnect w irin g h a rn e s s co n n ecto r fro m
s e n d e r un it te rm in a l lo ca ted in block above s t a r t e r
o r at le ft fro n t of d is trib u to r.
2. R em ove se n d e r unit using Tool (J-21757),
re p la c e w ith new unit and check o p e ratio n .
AIR PRESSURE GAUGE REPLACEM ENT
1. Unsnap so c k e t and bulb fro m top of gauge
housing.
2. D isconnect a ir supply line fro m r e a r of
gauge.
3. R em ove two n u ts, w a sh e rs, and m ounting
clam p w hich a tta c h a i r p r e s s u r e gauge to in s tr u ­
m ent p an el, then rem o v e the a ir p r e s s u r e gauge.
4. In sta ll a ir p r e s s u r e gauge in r e v e r s e o rd e r
of rem o v a l and check o p e ra tio n of unit.

DK. BLUE

PINK BLK. -
OIL GA. AMMETER VOLTMETER

LOW W ATER TELL-TALE (BLK.-GRN. WHT. STR. & PINK) LOW OIL TELL-TALE (BLK. YELL. STR. & PINK)
LOW AIR TELL-TALE (PINK & BLK.) G E N . TELL-TALE (BRN. & PINK)
R. H. DIR. SIG. TELL-TALE (DK. BLU L. H. DIR. S IG . TELL-TALE (LT. BLUE)
TACHOMETER (MECH. SHOWN) LT. (GRAY)

TEM P.GA.
VACUUM G A .

AMMETER OR
VOLTM ETER /

PINK DK.GRN.

ILLUM. LT. (GRAY) DIFF. LOCK TELL-TALE

(PINK & LT. GRN.)

n n i
\ HI-BEAM TELL-TALE (LT. GRN. & BLK.) SPEEDOMETER
INST. PANEL WIRING HARNESS T-6 7 1 4

Figure 12—Connections at Rear of Instrum ent Cluster (Tilt Cab M odelsI (Typical)

CHEVROLET 40-60 TRUCK SERVICE MANUAL

J
Sec. 12-14
CHASSIS ELECTRICAL AND INSTRUMENT
STEEL TILT CAB MODELS
A ty p ical in s tru m e n t c lu s te r u se d on tilt cab
m odels is shown in fig u re 11. E ach c lu s te r con­
ta in s gauge and t e ll- ta le lig h ts, gauges, sp e e d ­
o m e te r and ta c h o m e te r. L e tte rin g on each te ll- ta le
window is v isib le only w hen the lig h t behind the
te ll- ta le is illu m in ated .
The sw itch es and c o n tro ls, lo c a te d on dash
p an el below the c lu s te r a r e id en tified by d e c a ls.
INSTRUMENT CLUSTER REMOVAL
IMPORTANT: To p re v e n t a c c id e n tal g round­
ing, disco n n ect n eg ativ e b a tte ry cab le fro m b a tte ry
b e fo re rem oving th e in stru m e n t c lu s te r .
1. D isconnect neg ativ e b a tte ry cab le fro m the
b a tte ry , then d isc o n n e c t w irin g h a rn e s s c o n n ecto rs
fro m u n d e r dash p a n e l. R e fe r to fig u re 12 fo r w ir ­
ing connections at r e a r of c lu s te r.
2. R em ove sc re w s w hich a tta c h in s tru m e n t
c lu s te r to d ash p an el, then til t c lu s te r o u tw ard fa r
enough to re a c h connections a t r e a r of c lu s te r .
NOTE: It m ay be n e c e s s a ry to d isco n n ect oil
a n d /o r a i r p r e s s u r e gauge lin e s b efo re tiltin g the
c lu s te r outw ard.
LIGHTING SYSTEM
GENERAL
The lighting s y s te m inclu d es th e m ain light
sw itch, stop lig h t, d im m e r and backing lam p
sw itch e s, head and p a rk in g la m p s, stop ta il, sid e
m a rk e r, c le a ra n c e and id en tificatio n la m p s, in ­
stru m e n t illu m in atio n , d ire c tio n a l sig n al and in ­
d ic a to r la m p s and n e c e s s a ry w irin g .
A ll v e h ic le s c o v e re d by th is m anual u se the
7 -in c h sin g le se a le d -b e a m unit type head lig h ts; a ll
o th e r lig h ts a r e re p la c e a b le bulb ty p e. R e fe r to
"L ight Bulb D ata" a t end of th is se c tio n fo r bulb
s iz e and tra d e n u m b er. R e fe r to ap p licab le w irin g
d ia g ra m fo r lighting s y s te m w irin g c ir c u its and
w ire iden tificatio n .
MAINTENANCE
P e rio d ic a lly check to se e th at a ll w irin g con­
n e ctio n s a r e clean and tig h t, th at lighting u n its a r e
tig h tly m ounted to p ro v id e a good ground and th at
h ead lam p s a r e p ro p e rly ad ju sted . L oose o r c o r ­
ro d e d connections may ca u se a d isc h a rg e d b a tte ry ,
d ifficu lt s ta rtin g , dim lig h ts and p o ssib le dam age
to g e n e ra to r and re g u la to r.
By re f e r r in g to a p p licab le w irin g d ia g ra m s,
c ir c u its m ay be te s te d fo r a continuous c irc u it o r
s h o rts , w ith a low re a d in g v o ltm e te r o r a conven-
3. D isconnect d riv e c a b le s, lin e s, w iring con­
nected to te rm in a ls , and illu m in atio n and te ll- ta le
lam p bulbs fro m each gauge and unit.
4. E ach gauge o r u n it is re ta in e d in the c lu s te r
w ith two m ounting b ra c k e ts . R em ove w iring fro m
co n n ecto r o r te rm in a ls a t r e a r of gauge o r unit,
then rem o v e nuts and w a sh e rs fro m m ounting b r a c ­
ket and re m o v e gauge o r u n it fro m r e a r of c lu s te r.
INSTRUMENT CLUSTER INSTALLATION
NOTE: R e fe r to fig u re 12 fo r w irin g connec­
tio n s at r e a r of c lu s te r.
1. P o sitio n each gauge o r unit in c lu s te r and
in s ta ll nuts and w a s h e rs to a tta c h to b ra c k e ts .
2. P o sitio n in stru m e n t c lu s te r in dash panel
f a r enough to re a c h through panel opening and
re a c h th e r e a r of each gauge and unit.
3. C onnect d riv e c a b le s, lin e s, and w irin g to
each gauge and u n it. In s e r t illum ination and te ll­
ta le lam p bulbs in so c k e ts.
4. Move in stru m e n t c lu s te r into positio n in
p an e l opening and a tta c h to in stru m e n t panel w ith
re ta in in g s c re w s . Connect w iring h a rn e s s connec­
to r s u n d e r dash, then connect n egative b a tte ry cable
to b a tte ry .
5. C heck o p eratio n of each gauge and unit.
tio n al te s t lam p. H eadlights and p ark in g lig h ts a r e
p ro te c te d by a c irc u it b re a k e r built into the m ain
lig h t sw itch.
HEADLIGHTS
A ll v e h ic le s co v ered by th is m anual u se two
7-in c h sin g le " T -3 " se a le d -b e a m unit type head­
lig h ts in co rp o ra tin g th r e e p ro je ctin g guide p o in ts
which a r e op tically ground to p ro vide flat s u rfa c e s
a t rig h t an g les to the light beam .
HEADLAMP BEAM ADJUSTMENT
(R efer to F ig. 13)
H eadlam ps m ust be p ro p e rly aim ed to obtain
m axim um ro a d illu m in atio n .
W ith the Guide " T -3 " type se a le d -b e a m u n its,
p ro p e r aim ing m ust be m aintained sin ce the in ­
c re a s e d ran g e and pow er of th is lam p m ake even
slig h t v a ria tio n s fro m recom m ended aim ing h a z­
a rd o u s to approaching m o to ris ts .
IMPORTANT: W henever a se a le d -b e a m unit
has been re p la c e d o r a fte r m aking r e p a ir s to fro n t
end sh ee t m etal, the headlam ps m u st be checked
fo r p ro p e r aim .
In addition to providing s u p e rio r lighting, the
"T -3 " type se a le d -b e a m unit p e rm its ad ju stm en t
of the light w ithout the u se of an aim ing s c re e n and
w ithout re q u irin g a la rg e w ork a r e a . A im ing is
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 12-15
CHASSIS ELECTRICAL AND INSTRUMENTS

a c c o m p lish e d w ith th e u se of a sa fe ty a im e r (J-

VERTICAL CENTERLINE HORIZONTAL CENTERLINE
6878-01). In s tru c tio n s fo r u sin g the Safety A im e r STRAIGHT AHEAD OF LOCATED' AT LEVEL OF
a r e supplied by the in stru m e n t m a n u fa c tu re r. LAMP CENTER-------------- ---- ► LAMP CENTER
CENTER'- I
H o rizo n tal and v e rtic a l aim in g of e a c h s e a le d - VERTICAL AIM - TOP EDGE OF , /
HIGH INTENSITY ZONE AT ___________ J
b e a m un it is p ro v id e d by two ad ju stin g sc re w s , LIMITS H ♦ 2 IN.---
v isib le thro u g h the b e z e l, w hich m ove the m ounting HIGH
rin g a g a in st ten sio n of the coil sp rin g . LATERAL AIM • LEFT EDGE JrtTENSITY ZOh
OF HIGH INTENSITY ZONE
H eadlight b eam a d ju stm en t re q u ire m e n ts w ill 2 IN. RIGHT OF (V) —
LIMITS V TO 6 IN. RIGHT-
v a ry on d iffe re n t v e h ic le s due to s iz e and d is tr ib ­
u tio n of load, type of s ta n d a rd o r o p tional su sp e n ­
AIM INSPECTION LIMITS FOR LOWER BEAM OF:
sio n , s iz e of t i r e s , t i r e p r e s s u r e s , and o th e r fa c ­ 7 in. Type 2 Sealed Beam
t o r s . A v erag e re q u ire m e n ts a r e fo r th e high in ­ Caution—Do not aim or inspect these lamps on the upper
te n s ity zone of the high b e a m s to be s tra ig h t ahead beam
and two in ch es below the headlight le v e l at 25 fe e t.
Low b eam of a ll 7 -in c h u n its should be a d ju sted so
th e high in te n sity zone of the lig h t b eam is ju st to VERTICAL CENTERLINE HORIZONTAL CENTERLINE
STRAIGHT AHEAD OF LOCATED AT LEVEL OF
th e rig h t of the h ead lig h t c e n te r and ju s t below the LAMP CENTER LAMP CENTER-
h ead lig h t lev el a t 25 fe e t. To obtain c o r r e c t a d ju st­ VERTICAL AIM - HIGH
INTENSITY ZONE
m ent, b eam ad ju stm e n t should be m ade w ith the CENTERED 2 IN. BELOW (HI
LIMITS + 2 IN ;
v e h ic le loaded w ith the n o rm a l a v e ra g e load it w ill
b e c a rry in g d u rin g th e m a jo rity of its o p e ra tio n .
T ir e s should be u n ifo rm ly in fla te d to recom m ended LATERAL AIM - HIGH
INTENSITY ZONE
p r e s s u r e when a d ju stin g headlight b e a m s. B eam CENTERED ON (V)
LIMITS + 6 IN
ad ju stin g s c re w s a r e id en tified in fig u re 14.
In a ll c a s e s , it m u st be re m e m b e re d th a t s ta te
AIM INSPECTION LIMITS FOR UPPER BEAM OF:
o r lo c a l le g is la tio n and sp e c ific veh icle conditions 7 i n . Sealed Beam, except Type 2 T -3 4 9 1
w ill g overn the fin al a im fo r th e b e s t and s a fe s t
lig h tin g . E sp e c ia lly in th e c a se of v e h ic le s c a r r y ­
ing w idely v a ry in g lo ad s d uring n ig h t-tim e o p e r­
a tio n , the fin al d e c isio n a s to s a fe o p e ratio n m ust F ig u re 1 3 —H e a d lig h t B eam A d ju stm e n t (Typical)

s t ill be m ade on th e b a s is of "the m ost lig h t on the

ro a d w ith the le a s t annoyance to oncom ing tra ffic ." and ro ta te to engage m ounting rin g ta b s w ith ad ­
ju sting s c re w s .
SINGLE SEA LED -BEA M UNIT 3. U sing a hooked tool, pull out on re ta in in g
REPLA C EM EN T sp rin g and engage in slo t n e a r bottom of reta in in g
rin g (in se t, fig. 14).
R em o v al (F ig. 15) 4. Check headlam p beam ad ju stm en t a s d e s ­
1. R em ove s c re w s which a tta c h headlam p bezel c rib e d p re v io u sly , then in sta ll b ez el.
to m ounting rin g , then re m o v e b ez e l.
2. R em ove s c re w s w hich a tta c h re ta in in g rin g
to m ounting rin g , then u se a hooked tool to re le a s e Retaining | Vertical
re ta in in g s p rin g fro m s lo t in re ta in in g rin g (in set, Ring 'Adjusting
fig. 14).
3. R o tate headlam p u n it to d isengage a ssem b ly
fro m headlam p a d ju stin g s c re w s .
NOTE: DO NOT d is tu rb the ad ju sting sc re w
Retaining
s e ttin g s .
4. R em ove re ta in in g rin g and headlam p fro m
Spring
m ounting rin g .
5. P u ll w irin g co n n ecto r plug off back of unit,
th en rem o v e s e a le d -b e a m unit fro m m ounting rin g .
Horizontal!
In s ta lla tio n (F ig. 15) Adjusting |
1. P o sitio n new s e a le d -b e a m unit w ith num ber Screw
m olded into le n s face a t the top, then p u sh w iring
co n n ecto r plug o v e r b la d e -ty p e te rm in a ls on back
of s e a le d -b e a m un it. Fig u re 1 4 —S in g le S e a le d -B e a m Unit
2. In s ta ll headlam p a sse m b ly in p an el opening A d ju stm e n t Points (Typical)

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 12-16
CHASSIS ELECTRICAL AND INSTRUMENTS

5. P o sitio n lam p housing in pan el opening and

in s ta ll re ta in in g nuts.
6. In s ta ll bulb, le n s, and bezel.

SIDE MARKER LIGHTS

1. R em ove s c re w s w hich a tta c h m a rk e r lam p

a sse m b ly to housing.
2. R o tate m a rk e r lam p asse m b ly o v e r and
tu rn plug con n ecto r % tu rn c o u n terclo ck w ise to
rem o v e .
3. R eplace bulb in co n n ecto r, then p o sitio n
m a r k e r lam p a sse m b ly on housing and a tta c h w ith
s c re w s .

REAR LIGHTING
V ario u s r e a r lighting a rra n g e m e n ts a r e u sed
1 B ezel 6 R etaining Spring on v eh ic le s co v e re d by th is m anual. R e a r lam p
2 B e ze l to P a n e l S crew 7 Nut b ulbs m ay be re p la c e d by rem oving the lam p len s
3 H eadlam p M ounting 8 P a rk in g Lam p attach in g sc re w s and lam p le n s . The lam p housing
Screw Mounting Nut and m ay be re p la c e d by rem oving the housing attaching
4 H eadlam p A ssy . W asher n u ts o r s c re w s , o r by rem oving nuts and b o lts fro m
5 H eadlam p R etaining 9 P a rk in g Lam p A ssy. the m ounting b ra c k e t.
Ring T-6599 NOTE: R e fe r to "L ight Bulb D ata" a t end of th is
se c tio n fo r bulb siz e and type.
F ig u re 15—S in g le S e a le d -B e a m U nit R e p la ce m e n t
STOP AND TAILLIGHT
PARKING LIGHTS
The stop and ta illig h t is a com bination type
P a rk in g lig h ts a r e illu m in a te d w ith m ain light lam p, having a doub le-filam en t bulb. The ta illig h t
sw itch p u lled out to th e f i r s t detent p o sitio n . The fila m e n t is 3 candlepow er, and the stop light f ila ­
p a rk in g light c irc u it is p ro te c te d by an au to m atic m ent is 32 candlepow er.
r e s e t type c irc u it b r e a k e r b u ilt into the m ain light
sw itch. BULB REPLA CEM ENT
NOTE: On tilt cab m o d els, the p ark in g lig h ts R em oval
a r e in c o rp o ra te d w ithin the d ire c tio n a l light a s ­ R em ove le n s re ta in in g s c re w s , then rem o v e
sem b ly . le n s and g a sk e t fro m housing. P r e s s bulb inw ard
and tu rn cou n terclo ck w ise to rem o v e.
BULB REPLA CEM EN T (CONVENTIONAL
CAB MODELS) (Fig. 15) In sta lla tio n
1. R em ove s c re w s w hich a tta c h b e z e l to p anel NOTE: R e fe r to "L ight Bulb D ata" a t end of th is
and rem o v e b ezel. se c tio n fo r bulb siz e and type.
2. R em ove re ta in in g s c re w s and le n s fro m Note th at J - s lo ts in bulb so c k e ts a r e of d iffe r­
housing. ent depths and lugs on bulb b a se a r e lo c a te d at
3. P r e s s in on bulb and tu rn co u n terclo ck w ise d iffere n t d ista n c e s fro m end of b a se . L ugs and
to rem o v e fro m h o ld er. s lo ts m ust be m atched to p e rm it in sta lla tio n of
4. In sta ll le n s re ta in in g sc re w s , then in sta ll bulb. I n s e rt bulb in so ck et, p r e s s inw ard on bulb
b e z e l and b ezel to p an el s c re w s . and tu rn clockw ise to lock in p la c e . P o sitio n lens
and g a sk et on body and a tta c h w ith sc re w s .
LAM P HOUSING R EPLA CEM EN T
(CONVENTIONAL CAB MODELS) BACK-UP LIGHTS
1. R em ove headlam p b e z e l.
2. R em ove lam p housing re ta in in g n u ts, then The back-up light c irc u it is fed fro m the ig ­
d isen g ag e a sse m b ly fro m p an el opening. nition sw itch c o n tro l c irc u it. The b ack-up lam p
3. D isconnect p ark in g lam p h a rn e s s co n n ecto r sw itch, m ounted on the tra n s m is s io n , is a c tiv a ted
fro m fo rw a rd w irin g h a rn e s s . by the r e v e r s e sh ift r a il (m echanical tra n s m is s io n ),
4. C onnect w irin g of new unit to vehicle h a rn e s s . when the ignition sw itch is p la ced in "ON" positio n

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 12-17
CHASSIS ELECTRICAL AND INSTRUMENTS

and tra n s m is s io n sh ift le v e r is in r e v e r s e . Switch

ad ju stm e n t on v e h ic le s equipped w ith the A llison Lamp Holder
tr a n s m is s io n is c o v e re d u n d e r "TRANSMISSION
CONTROL LINKAGE" (SEC. 7A).
If b ack -u p lig h ts beco m e in o p e ra tiv e, d isc o n ­
n ect w irin g h a rn e s s co n n ecto r plug fro m the sw itch.
C onnect both te rm in a ls in the co n n ecto r w ith a
ju m p e r, then p la c e ignition sw itch in "ON" p o sitio n .
If b ack -u p lig h ts o p e ra te , th re a d sw itch out of
tr a n s m is s io n c o v er and re p la c e .

BULB R EPLA CEM EN T

NOTE: R e fe r to "L ight Bulb D a ta ” at end of
th is s e c tio n fo r bulb s iz e and type. F ig u re 16—D o m e Light (T y p ica l)

R em ove s c re w s w hich a tta c h len s to lam p

rem o v e sp rin g re ta in e r fro m lam p a sse m b ly . P r e s s
h ousing and re m o v e the le n s. P r e s s bulb inw ard and
lam p a sse m b ly out of panel and re p la c e w ith a new
tu rn co u n terclo ck w ise to rem o v e fro m so ck et.
u n it.
P r e s s new bulb into so ck et and tu rn clockw ise
to lock in p la c e . P o sitio n le n s and g ask et on h o u s­
ing and a tta c h w ith s c re w s .
DOME LIGHT

On conventional cab and tilt cab m odels, dome

INSTRUMENT AND TELL-TALE lam p is m ounted at r e a r of cab above r e a r window,
LIGHTS and is o p e ra te d by ro ta tin g m ain light sw itch knob
to e x tre m e cou n terclo ck w ise p o sitio n .
The in s tru m e n t and te ll- ta le lig h t bulbs a r e
BULB REPLA CEM EN T (F ig. 16)
in s ta lle d in bulb h o ld e rs o r p ro n g ed bulb so ck ets
Dom e lam p le n s is of m olded p la s tic w ith a
w hich snap into openings in in stru m e n t c lu s te r
lug m olded on edge of len s at c e n te r top and b o t­
gau g es, sp e e d o m e te r, and ta c h o m e te r c a se . The
tom . To rem o v e le n s, g ra sp len s betw een thum b
in s tru m e n t p an el lam p c irc u it is p ro te c te d by a
and fin g e r a t c e n te r, and squeeze sid e s to g e th e r
3 -a m p e re fu se lo c a te d on the fu se p an el.
to disengage lugs fro m a sse m b ly . The tu b u la r type
bulb is held in p o sitio n by two sp rin g -lo a d e d c lip s.
BULB REPLA CEM EN T
To rem o v e bulb, pull fo rw a rd un til bulb r e le a s e s
(CONVENTIONAL CAB MODELS)
fro m c lip s. R eplace bulb, p o sition le n s in a s s e m ­
1. T u rn bulb h o ld e r co u n terclo ck w ise to r e ­
bly, and p r e s s in until lugs snap into p lac e.
move fro m c lu s te r housing.
2. P u ll bulb s tra ig h t out to rem o v e fro m hold­
e r. CAB FRONT MARKER AND
3. P o sitio n re p la c e m e n t bulb in h o ld er, then IDENTIFICATION LIGHTS
in s e r t h o ld e r into housing w ith lugs on h o ld e r en­
te rin g no tch es in c a s e . T u rn bulb h o ld e r clockw ise
The fro n t m a rk e r and id en tificatio n lig h ts
to lo ck in p la c e .
(when used) a r e m ounted a c r o s s fro n t top of cab.
M a rk e r light c irc u its a r e e n e rg iz e d w ith m ain
BULB R EPLA CEM EN T (EX C EPT
CONVENTIONAL CAB MODELS)
P u ll bulb so ck et out of in stru m e n t c lu s te r, Lamp Housing
gauge unit, sp e e d o m e te r, o r ta c h o m e te r c a se . P r e s s
bulb in and tu rn co u n te rc lo c k w ise to rem o v e fro m
so c k e t. P r e s s new bulb into so ck et and tu rn clo ck ­
w ise to s e c u re in p la c e . A fte r re p la c in g bulb, p r e s s
so c k e t firm ly into p la c e in opening in c lu s te r , gauge
un it, sp e e d o m e te r, o r ta c h o m e te r c a se .
NOTE: On tilt cab m odels, the ”H i-B eam "
te ll- ta le and engine o v e rsp e e d w arning te ll- ta le , o r
d iffe re n tia l lock t e ll- ta le (when used) a r e re ta in e d
in th e in s tru m e n t c lu s te r p an el w ith a s p rin g r e ­
ta in e r . To re p la c e the te ll- ta le lam p , disconnect Figure 17—Directional and Parking Light
w irin g co n n ecto r fro m back of te ll- ta le lam p, then (Tilt Cab M odels! (Typical)

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 12-18
CHASSIS ELECTRICAL A N D INSTRUMENTS
NO . 7 NO. 6 NO. 1 DOMELIGHT
F ig u re 1 8 —M a in Light Sw itch (Typical)
lig h t sw itch in "ON" p o sitio n , o r w ith m a r k e r blink
sw itch in "ON” p o sitio n .
To re p la c e th e bulb, rem o v e s c re w s , w hich
a tta c h le n s to lam p housing. R ep lace bulb and
check o p e ra tio n of u n it, then in s ta ll len s and a tta c h
w ith sc re w s .
DIRECTIONAL SIGNAL LIGHTS
D ire c tio n a l sig n a l lig h ts a r e e ith e r an in te g ra l
p a r t of the p a rk in g lig h t a sse m b ly and the stop and
ta illig h t a sse m b ly o r a r e m ounted on each sid e of
cab, o r in com bination.
When ig nition o r c o n tro l sw itch is p la c e d in
”ON” p o sitio n , 12 v o lts is supplied th ro u g h a fuse
to the fla s h e r unit. P la c in g d ire c tio n a l sig n a l le v e r
in a rig h t o r le ft tu rn p o sitio n su p p lie s 12 v o lts
fro m fla s h e r unit th ro u g h sw itch, then to rig h t o r
le ft sig n a l.
A light a t e ith e r sid e of the in stru m e n t c lu s te r
fla sh e s when e ith e r th e le ft o r rig h t sig n al lam p is
Figure 19—M ain Light Switch Circuit Diagram
(Conventional Cab M odels) (Typical)
F ig u re 2 0 —M a in Light Sw itch Circuit D ia g ra m
(Tilt C a b M o d e ls) (Typical)
illu m in a te d . When tu rn is com pleted, le v e r r e tu r n s
to "O F F " p o sitio n by a can cellin g cam .
When h a z a rd w arning sw itch is e n erg ize d , both
d ire c tio n a l sig n al and te ll- ta le lig h ts w ill fla sh . To
can cel o r tu rn off the lig h ts, p u ll the p lu n g e r out.
If d ire c tio n a l te ll- ta le on in stru m e n t panel
fla sh e s in one p o sitio n but not the o th e r, check fo r
the follow ing:
1. D ire c tio n a l lam p bulb b u rn ed out.
2. D ire c tio n a l te ll- ta le lam p bulb on in s tr u ­
m ent pan el b u rn ed out.
3. I n c o rre c t d ire c tio n a l lam p bulb in sta lle d .
4. D efective ground betw een bulb so ck et and
m ounting.
5. D efective d ire c tio n a l c o n tro l sw itch a s ­
se m b ly .
If d ire c tio n a l te ll- ta le la m p s on in stru m e n t
p an el do not fla sh in e ith e r p o sitio n , check fo r the
follow ing:
1. B urned out fu se on fuse block.
2. F la s h e r te rm in a ls not p ro p e rly engaged in
junction block o r defective fla s h e r.
3. S hort o r open c irc u it. Check in d ic a to r lam p
c irc u it r e f e r r in g to applicable w irin g d ia g ra m .
4. D efective d ire c tio n a l co n tro l sw itch.
If d ire c tio n a l te ll- ta le light does not cancel
a f te r com pleting a tu rn , rem o v e the s te e rin g w heel
a s explained in "MECHANICAL STEERING" (SEC.
9A) of th is m anual and check fo r a w orn o r dam ag­
ed can cellin g cam .
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 12-19

CHASSIS ELECTRICAL AND INSTRUMENTS

DIRECTIONAL SIGNAL BULB sig n a l c o n tro l housing o p e ra te s fro n t and r e a r d i­

R EPLA C EM EN T (F ig. 17)
NOTE: Since d ire c tio n a l lig h ts a r e a p a r t of the
p a rk in g and ta illig h t a s s e m b lie s on conventional
cab m o d els, r e f e r to ap p licab le lig h t a sse m b ly fo r
bulb re p la c e m e n t.
To re p la c e a d ire c tio n a l sig n a l bulb on a tilt
cab m o d els, re m o v e th r e e s c re w s w hich a tta c h
d ire c tio n a l lam p le n s to housing, then rem o v e the
le n s . P r e s s in w ard on bulb and tu rn c o u n te rc lo c k ­
w ise to r e le a s e fro m so c k e t. P r e s s new bulb into
s o c k e t and tu rn clockw ise to s e c u re . R ep lace g a s ­
k et if dam aged, th en p o sitio n le n s on lam p housing
an d a tta c h w ith th r e e s c re w s .
HAZARD W ARN IN G SYSTEM
A ll v e h ic le s a r e equipped w ith a h a z a rd w a rn ­
ing lighting s y s te m to be o p e ra te d when o n -th e -
r o a d d isa b ility o c c u rs . T h is s y s te m is fed fro m
th e b a tte ry and can be o p e ra te d r e g a r d le s s of ig n i­
tion o r c o n tro l sw itch p o sitio n .
NOTE: R e fe r to ap p licab le w irin g d iag ram .
A sw itch m ounted on sid e of th e d ire c tio n a l
re c tio n a l sig n a l lig h ts sim u lta n eo u sly . When h a z a rd
w arning lig h ts a r e o p e ratin g , both d ire c tio n a l te ll­
ta le lig h ts w ill fla sh . To can cel o r "tu rn off" the
lig h ts, pull h a z a rd w arning sw itch p lu n g er out.
If sw itch beco m es in o p e ra tiv e , check fo r a
blown fuse o r a defective fla s h e r . If th is fa ils to
c o r r e c t the condition, re p la c e the h a z a rd w arning
sw itch . The h a z a rd w arning sw itch shown in fig ­
u r e 21 o r 22 may be re p la c e d a s explained u n d er
"D ire c tio n a l Signal C ontrol A ssem b ly " la te r in th is
se c tio n .
MAIN LIGHT SWITCH
The m ain light sw itch, m ounted on the in s tr u ­
m ent p a n e l, is shown in fig u re 18. A c irc u it d ia­
g ra m fo r conventional cab m odels is shown in fig ­
u r e 19 and a c irc u it d ia g ra m fo r tilt cab m odels is
shown in fig u re 20.
A m ultiple co n n ec to r, attach ed to the w iring
h a r n e s s , engages the b lad e -ty p e te rm in a ls on the
sw itch . The co n n ecto r can be in sta lle d in only one
p o sitio n . A rh e o sta t is in c o rp o ra te d in the in s tr u ­
m ent pan el light c ir c u it to dim th e se lig h ts if de­
s ir e d .

1 W iring C onnector 8 B e a rin g R e ta in e r 12 S te erin g W heel

2 M ast J a c k e t C over S crew 9 D ire c tio n a l and H azard 13 W asher
3 M ast J a c k e t C o v er W arning Switch 14 Nut
4 D ire c tio n a l Sw itch H ousing 10 D ire c tio n a l Switch L e v e r 15 R e ta in e r
5 S te e rin g Shaft R etaining Screw 16 H orn Button Cap
6 B e a rin g Support 11 C an cellin g C am 17 Sw itch M ounting Screw
7 U pper B e a rin g A ssem b ly 18 D ire c tio n a l L e v e r t -6600

Figure 21 —Directional Signal A ssem bly (Except Tilt Cab M odels) (Typical)

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 12-20
CHASSIS ELECTRICAL AND INSTRUMENTS
An au to m atic r e s e t type c irc u it b r e a k e r b u ilt
into th e m ain lig h t sw itch a sse m b ly p r o te c ts the
headlight and p a rk in g lig h t c ir c u its . B e fo re r e ­
p lacin g th e lig h t sw itch , m ake s u r e tro u b le is in
the sw itch and not e lse w h e re in th e lighting s y s te m
by checking c ir c u its w ith su ita b le equipm ent.
REMOVAL
1. D isco n n ect n eg ativ e b a tte ry cab le fro m the
b a tte ry .
2. P u ll th e sw itch knob out to fu ll on p o sitio n ,
then rea c h in g up behind in s tru m e n t p a n e l p r e s s on
sp rin g loaded r e le a s e button on top of sw itch a s ­
sem bly and re m o v e sw itch knob and ro d .
3. R em ove b e z e l and re ta in in g nut, then pu sh
sw itch fro m p an el opening and re m o v e fro m behind
in stru m e n t p an el.
4. D isco n n ect m u ltip le w irin g co n n ecto r fro m
sw itch te rm in a ls .
INSTALLATION
1. C onnect m u ltip le w irin g co n n ecto r plug to
sw itch te rm in a ls .
2. P o sitio n sw itch u n d er in s tru m e n t p an el
w ith lo catin g lug on sw itch fra m e engaging hole in
in stru m e n t p a n e l. T h re a d f e r r u le into sw itch and
tig h ten firm ly u sin g a w ide b lad e s c re w d riv e r.
3. In s ta ll b e z e l, then in s e r t sw itch ro d thro u gh
f e r r u le and p u sh in u n til sp rin g -lo a d e d la tc h en­
g ages groove n e a r end of ro d .
4. C onnect n eg ativ e b a tte ry cab le to b a tte ry
and check o p e ra tio n of a ll lig h ts.
DIMMER SWITCH
The fo o t-o p e ra te d d im m e r sw itch is u se d to
s e le c t head lig h t high o r low b eam . Sw itch is m ount­
ed on le ft sid e of cab flo o r p an el and is o p e ra tiv e
when h ead lig h ts a r e illu m in a te d . Sw itch te rm in a ls
a r e b la d e -ty p e w ith co n n ecto r plug a tta c h e d to
h a rn e s s .
SWITCH R EPLA CEM EN T
1. F old back the flo o r m at and re m o v e two
s c re w s w hich a tta c h sw itch to flo o r p an el o r to e -
b o a rd r i s e r .
2. D isco n n ect w irin g h a rn e s s co n n ecto r plug
fro m sw itch .
3. P u sh w irin g h a rn e s s co n n ecto r plug onto
re p la c e m e n t sw itch and ch eck o p eratio n .
4. P o sitio n sw itch on flo o r p an el o r to e b o a rd
r i s e r and a tta c h w ith two s c re w s . P o sitio n flo o r
m at o v e r sw itch and w irin g co n n ecto r.
STOP LIGHT SWITCH
E ith e r a m e c h a n ic a lly -o p e ra te d o r a ir - o p e r -
a te d stop lig h t sw itch is u se d on v e h ic le s c o v e re d
by th is m anual.
MECHANICALLY O PERATED TY PE
The m echanically o p e ra te d type sw itch used
on m odels equipped w ith v acu u m -h y d rau lic b ra k e s ,
is a p lu n g er o r le v e r type sw itch. W ith b ra k e pedal
re le a s e d , edge of ped al le v e r holds sw itch p lu n g e r
in, b rea k in g c irc u it to the stop lig h t. When b ra k e is
ap p lied and p ed al le v e r m oves away fro m sw itch
p lu n g e r, a sp rin g w ithin the sw itch m oves the
p lu n g e r out to com plete the stop lig h t c irc u it.
Sw itch te rm in a ls a r e blade type w ith w irin g con­
n ectio n s m ade th rough a co n n ecto r plug on w iring
h a r n e s s . Switch cannot be d isa sse m b le d ; th e re fo re ,
if sw itch beco m es in o p e ra tiv e , it m u st be re p la c e d .
When in sta llin g a le v e r type sw itch, m ake s u re
le v e r on sw itch is lo c ate d above b ra k e ped al lug,
o th e rw ise sw itch w ill not be o p e ra tiv e . A lso, m ake
s u r e w irin g connections at sw itch a r e fully engaged.
A fte r in sta llin g sw itch, it m u st be ad ju sted so
th a t in itia l m ovem ent of b ra k e p ed al, m e a su re d at
th e ped al pad, w ill p e rm it sw itch to c lo se and co m ­
p le te stop lig h t c irc u it. A fter ad ju stin g and tig h t­
ening sw itch m ounting nuts o r b o lts, v isu ally check
o p e ra tio n of stop lig h t to m ake s u re stop light
c o m e s on when b ra k e s a r e applied and goes out
when b ra k e ped al is re le a s e d .
AIR OPERA TED TY PE
The a i r o p e ra te d type stop light sw itch is u sed
on v eh icle s equipped w ith a ir b ra k e s o r I.C .C .
t r a i l e r b ra k e c o n tro ls. R e fe r to "AIR BRAKES"
(SEC. 5B) fo r in fo rm a tio n p erta in in g to th is sw itch.
SWITCH REPLACEM ENT
1. D isconnect w irin g h a rn e s s co n n ecto r fro m
sw itc h and rem o v e sw itch reta in in g nut, then th re a d
sw itc h out of m ounting b ra c k e t.
2. D e p re ss b ra k e p ed al and th re a d new sw itch
into b ra c k e t u n til sw itch sh o u ld er b o ttom s a g a in st
b ra c k e t. In sta ll re ta in in g nut on sw itch.
3. C heck sw itch fo r p ro p e r o p e ratio n . E le c ­
tr ic a l co n tact should be m ade when ped al is d e­
p r e s s e d 3 /8 " to 5 /8 " fro m fully r e le a s e d p o sitio n .
WIPER SWITCH REPLACEMENT
1. D isconnect b a tte ry ground cable.
2. L oosen s e ts c re w and re m o v e w ip er knob.
3. R em ove b ez e l and re ta in in g nut.
4. P u sh sw itch fro m panel opening and rem o v e
fro m behind in stru m e n t c lu s te r.
5. D isconnect w irin g a t sw itch te rm in a ls .
6. To in s ta ll, r e v e r s e the rem o v a l p ro c e d u re
and check o p e ra tio n of u n it.
NEUTRAL START SWITCH
NOTE: In fo rm atio n ap p licable to the n e u tra l
s t a r t sw itch is co v e re d in ‘‘TRANSMISSION ON-
V EHICLE SERVICE” (SEC. 7B) in th is m anual.
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 12-21

CHASSIS ELECTRICAL AND INSTRUMENTS

DIRECTIONAL SIGNAL CONTROL a tta c h to co n tro l sw itch w ith sc re w .

ASSEMBLY (EXCEPT TILT
CAB MODELS)
T he d ire c tio n a l sig n a l sw itch is an e le c tric a lly
o p e ra te d se lf-c o n ta in e d u n it w hich in c o rp o ra te s th e
c a n c e llin g m ech an ism , the h a z a rd w arn ing sw itch
and th e lan e changing sig n a l. The sw itch is one
c o m p le te p la s tic a sse m b ly and is s e rv ic e d a s a
u n it ex cept fo r th e s p rin g deten t, yoke a sse m b ly
an d c a n cellin g sp rin g s .
T he h a z a rd w arn in g c irc u it is a c tiv a te d by a
p u s h -p u ll sw itch lo c a te d on th e rig h t sid e of the
m a s t ja c k e t, o pposite th e d ire c tio n a l sw itch le v e r.
T he sw itch knob m u st be p u lled out to can cel the
c ir c u it.
T he lan e changing c ir c u it is e n e rg iz e d by h old­
ing the d ire c tio n a l sig n a l le v e r to w ard th e f i r s t
d eten t p o sitio n . T h e re is no lo c k -in device in th is
p o sitio n .
6. P la c e ca n cellin g cam o v e r s te e rin g sh aft.
7. P la c e d ire c tio n a l sw itch in n e u tra l p o sitio n
th en in s ta ll s te e rin g w heel a s explained u n d e r
"S teerin g W heel R e p lace m e n t" in "MECHANICAL
STEERIN G " (SEC. 9A).
8. P o sitio n B e lle v ille sp rin g in s te e rin g w heel
hub w ith concave sid e down, then in s ta ll r e ta in e r
cup w ith notch in 12 o’clock p o sitio n . In s ta ll in s u l­
a to r and a tta c h to hub w ith th re e s c re w s . T ighten
s c re w s evenly and firm ly .
9. C onnect d ire c tio n a l sw itch m u ltip le con­
n e c to r to c h a s s is w irin g h a rn e s s co n n ecto r and
connect w iring h a rn e s s co n n ecto r to h o rn re la y .
NOTE: I n s e r t te rm in a ls into co n n ecto r c a v itie s
p e r d e sig n a ted w ire c o lo rs a s shown in fig u re 23.
10. In s ta ll h o rn button cap and r e ta in e r , then
check o p e ra tio n of d ire c tio n a l sig n a l sw itch, h a z a rd
w arning sw itch, and h o rn .

REMOVAL (F ig. 21)

1. D isco n n ect d ire c tio n a l sig n a l sw itch w irin g DIRECTIONAL SIGNAL CONTROL
fro m m u ltip le c o n n e c to r and d isco n n ect w irin g ASSEMBLY (TILT CAB MODELS)
co n n ecto r fro m h o rn re la y .
2. R em ove h o rn button cap and r e ta in e r , then The co n tro l a sse m b ly c o n sists of a sw itch,
re m o v e th r e e s c re w s w hich a tta c h in s u la to r to co n tact, w irin g and b e a rin g asse m b ly and a ca n ­
s te e r in g w h eel. R em ove in s u la to r, r e ta in e r cup, cellin g cam (fig. 22). The c o n tro l a sse m b ly is in ­
an d B e lle v ille s p rin g . s ta lle d o v e r th e s te e rin g sh aft, in sid e the housing
3. R em ove s te e rin g w heel a s explained u n d er and the c an cellin g cam is attach ed to the ste e rin g
"S tee rin g W heel R e p la c e m e n t" in "MECHANICAL w heel hub. The h a z a rd w arning sw itch is m ounted
STEERIN G " (SEC. 9A). on sid e of the d ire c tio n a l sig n al c o n tro l housing.
4. R em ove c a n c e llin g cam fro m s te e rin g sh aft.
5. R em ove m a s t ja c k e t u p p e r b ra c k e t, then REMOVAL (F ig. 22)
re m o v e s c re w s w hich a tta c h sw itch w irin g c o v er 1. R em ove the ste e rin g w heel a s d ire c te d in
to m a s t ja c k e t. R em ove c o v e r. "S teerin g W heel R ep la ce m e n t" in "MECHANICAL
6. R em ove d ire c tio n a l sig n a l c o n tro l le v e r STEERING " (SEC. 9A).
re ta in in g s c re w , then rem o v e c o n tro l le v e r.
7. P u sh h a z a rd w arn in g sw itc h knob in to p r e ­
DIRECTIONAL SIGNAL
vent dam age to sw itch when rem o v in g . CONTROL ASSEMBLY
8. R em ove s c re w s w hich a tta c h d ire c tio n a l SWITCH TO
s ig n a l c o n tro l sw itch to housing, then rem o v e HOUSING SCREW
sw itc h w ith w irin g fro m m a st ja c k e t. CONTROL
LEVER
/
9. R em ove b e a rin g r e ta in e r , then rem o v e
s te e r in g sh a ft u p p e r b e a rin g and sw itch su p p o rt
f ro m d ire c tio n a l sig n a l housing.

INSTALLATION (F ig . 21)
1. P o sitio n d ire c tio n a l sig n a l co n tro l housing
on m a st ja c k e t and tu rn to lock in p o sitio n .
2. P o sitio n sw itch su p p o rt in housing, then HAZARD
in s ta ll s te e rin g sh a ft u p p e r b e a rin g and b e a rin g W ARNING
r e ta in e r . CONTROL TO SWITCH
3. P o sitio n c o n tro l sw itch in housing and HOUSING SCREW HORN RING AND
(ON E SHOW N) BEARING ASSEMBLY
th r e a d sw itch w irin g th ro u g h m a st ja c k e t. DIRECTIONAL
4. A lign sw itch m ounting h o les w ith h o les in HOUSING
su p p o rt and housing, then in s ta ll re ta in in g sc re w s
an d tig h ten firm ly . Figure 2 2 —Directional and H azard W arning Switch
5. P o sitio n sw itch le v e r th ro u g h housing and (Tilt Cab M odels) (Typical)

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 12-22
CHASSIS ELECTRICAL AND INSTRUMENTS

2. P o sitio n co n tro l le v e r on co n tro l assem b ly

Stop Light Sw and a tta c h w ith s c re w . T ighten sc re w firm ly .
Horn— BLK
BLK/DBL.
3. P o sitio n h a z a rd w arning sw itch on housing
W HT STR
and a tta c h w ith two s c re w s . R oute sw itch w ire s on
R.Rear— DK GRN . Front— BLK/DBL
o u tsid e of co n tro l a sse m b ly .
BLUE STR
4. Connect w ire s at h a rn e s s co n n ecto r.
L. Rear— BLK/DBL NOTE: I n s e rt te rm in a ls into co n n ecto r c a v itie s
YELL STR Front— DK BLUE
p e r d esignated w ire c o lo rs a s shown in fig u re 23.
Flasher— PURPLE: — — H a za rd W arnin g — BRN 5. In s ta ll s te e rin g sh aft u p p er b e a rin g sle e v e ,
then in sta ll ste e rin g w heel a s d ire c te d u n d er
CONVENTIONAL CAB MODELS "S tee rin g W heel R ep la ce m en t" in "MECHANICAL
PURPLE STEERING” (SEC. 9A) of th is m anual.

DK. G REEN FLASHERS

YELLO W
Two prong sp e c ific lo ad o r v a ria b le load
BROW N fla s h e r s a r e u se d in the d ire c tio n a l and h a z a rd
w arning s y ste m on v e h ic le s c o v e red by th is m anual.
R e fe r to "S p ec ific a tio n s” at end of th is se ctio n fo r
type of fla s h e r and tr a d e n u m ber.
On v e h icle s equipped w ith the sp e cific load
fla s h e r, the te ll- ta le w ill not o p e ra te if one d ir e c ­
tio n al lam p bulb is tak en out of the c irc u it.
On v e h ic le s equipped w ith the v a ria b le load
Horn— BLACK
fla s h e r, the d ire c tio n a l te ll- ta le w ill o p e ra te even
Connector W iring though one o r m o re of the in d ic a to r bulbs a r e
tak en out of the c irc u it.
IMPORTANT: On v e h icles equipped w ith the
v a ria b le load fla s h e r each lam p bulb should be
^ j^ J; Switch W iring H arness checked daily fo r p ro p e r o p eratio n .

TILT CAB MODELS t-7078 If d ire c tio n a l te ll- ta le on in stru m e n t panel

Fig u re 2 3 —D irectio n a l S ig n a l W irin g C o n n ecto r
2. R em ove s te e rin g sh a ft u p p er b e a rin g sle e v e .
3. D isco n n ect w irin g h a rn e s s a t in stru m e n t
p an el h a rn e s s co n n e c to r.
NOTE: It m ay be n e c e s s a ry to rem o v e co n tro l
a sse m b ly w irin g fro m w irin g h a rn e s s c o n n ecto r.
4. R em ove sc re w attach in g co n tro l le v e r to
sw itc h and re m o v e le v e r.
5. R em ove two s c re w s w hich a tta c h h a z a rd
w arn in g sw itch to housing.
6. R em ove th re e s c re w s w hich a tta c h co n tro l
a sse m b ly to housing, th en rem o v e c o n tro l a s s e m ­
bly w ith w irin g fro m housing.
INSPECTION
In sp e c t c o n tro l sw itch , h a z a rd sw itch , w iring
and b e a rin g . R ep lace w orn o r dam aged p a r ts . In ­
sp e c t c a n cellin g cam on s te e rin g w heel hub and
re p la c e if w orn o r dam aged.
INSTALLATION (F ig. 22)
1. P o sitio n c o n tro l a sse m b ly in housing and
a tta c h to housing w ith th re e s c re w s . T ighten sc re w s
firm ly ; how ev er, do not exceed 30 in .- lb s . to rq u e .
fla sh e s in one positio n but not the o th e r, check fo r
the following:
1. D ire c tio n a l lam p bulb b u rn ed out.
2. In c o r re c t d ire c tio n a l lam p bulb in sta lle d .
3. D efective ground betw een bulb so ck e t and
m ounting.
4. D efective d ire c tio n a l co n tro l sw itch a s ­
sem b ly .
If d ire c tio n a l te ll- ta le on in stru m e n t panel
does not fla sh in e ith e r d ire c tio n , check fo r the
following:
1. B u rn ed out fu se on fu se block.
2. D efective fla s h e r o r fla s h e r te rm in a ls not
p ro p e rly engaged in junction block.
3. D ire c tio n a l te ll- ta le bulb on in stru m e n t
pan el b u rn ed out.
4. S hort o r open c irc u it. C heck in d ic a to r lam p
c irc u it r e f e r r in g to applicable w irin g d ia g ra m .
5. D efective d ire c tio n a l c o n tro l sw itch a s ­
sem b ly .
If d ire c tio n a l te ll- ta le light does not cancel
a f te r com pleting a tu rn , rem o v e the ste e rin g w heel
a s explained in "MECHANICAL STEERING" (SEC.
9A) and check fo r a w orn o r dam aged cancelling
cam .

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 I

Sec. 12-23

CHASSIS ELECTRICAL AND INSTRUMENTS

LIGHT BULB DATA

BULB CANDLE-
NO. POWER
Headlamp
Single Sealed Beam Unit 6014 60-50 Watts
Directional Signal Lights 1156 32
Parking and Directional Signal Lights 1157 32-3
Tail and Stop Lights 1157 32-3
Tail, Stop, and Rear Directional Light 1157 32-3
Side Marker Lights 194 2
Clearance and Identification Lights 67 4
Marker Lights 1445 or 1895 1 or 2
Back-up Light 1156 32
License Light 67 4
Instrument and Tell-Tale Lights
Conv. Cab, Cowl, and “ S” Models (02) 1895 2
Conventional Cab (03-13) 194 2
T ilt Cab Models 57 2
Dome Light 211 12
Headlamp Hi-Beam Indicator
Except T ilt Cab Models 1445 1
T ilt Cab Models 1090D18 667582
Overspeed Warning Lamp
(When Used)
Except T ilt Cab Models 67 4
T ilt Cab Models 1090D18 667582
Directional Signal Indicator Light
Conv. Cab, Cowl and " S " Models (02) 1445 1
Conventional Cab Models (03-13) 168 3
T ilt Cab Models 57 2
Heater Control Light
Conventional Cab Models (03-13) 1445 1
T ilt Cab Models 57 2
Speedometer Lamp
Conv. Cab, Cowl, and “ S” Models (02) 1895 2
Conventional Cab Models (03-13) 194 2
T ilt Cab Models 53 1
Low Vacuum Gauge Warning Lamp
Conv. Cab, Cowl, and “ S” Models (02) 1895 2
Conventional Cab Models (03-13) 194 2
T ilt Cab Models 53 1
Brake Warning Light 1895 2
Temperature Gauge Light (T ilt Cab Models) 53 1
Fuel Gauge Light (T ilt Cab Models) 53 1
A ir Pressure Gauge Light 53 1
Voltmeter Light 53 1
Tachometer Gauge Light 53 1
Ammeter Gauge Light 53 1
Oil Pressure Gauge Light 53 1

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 12-24
CHASSIS ELECTRICAL AND INSTRUMENTS

SPECIFICATIONS

AIR BRAKE WARNING BUZZER ELECTRIC HORN

M ake........................................................ ...............................Delco-Remy
M odel...................................................... .......................................1116882
Point Opening (In .)............................... ........................................... 0.017
Closing Voltage..................................... A djust to Buzz at ,25-.35
Amperes at 13.5-14.5 Volts
ELECTRIC HORN
ENGINE ALARM BUZZER
M ake........................................................ ...............................Delco-Remy
M odel..................................................... ....................................... 1116914
Point Opening (In .).............................. ........................................... 0.015
Closing Voltage..................................... Adjust to Buzz at .30-.35
Amperes at 13.5-14.5 Volts TRAILER I.C.C. MARKER LAMP RELAY
FLASHER UNIT
Specific L o a d -2 Prong....................... .........................SIG. STAT 144
Variable L o a d -2 Prong...................... .........................SIG. STAT 175
HORN RELAY
M odel..................................................... ....................................... 2480982
Voltage................................................... ................................................. 12
M ake.............................................................................. ........Delco-Remy
M odel............................................................................ ................ 9000235
Frequency...................................................................... 357 C.P.S.
M ake............................................................................ .......... Delco-Remy
................ 9000485
Frequency.................................................................... 360 C.P.S.
.......... Delco-Remy
................ 1115841
Air Gap at Core
Points Closed ( In . ) * ............................................. .......... 0.012 (M in.)
Point Opening ( In .) .................................................... .......... 0.015-0.025
Closing Voltage (Range)............................................
Sealing Voltage.......................................................... .............. 10 (Max.)
^Tolerance Plus or Minus 103/s

HORN RELAY LOW AIR PRESSURE OR LOW

M ake........................................................ ...............................Delco-Remy VACUUM ALARM BUZZER
M odel....................................................... ............................ ,....1 1 1 5 8 1 1 .......... Delco-Remy
Air Gap at Core ................ 1116882
Points Closed ( In .) ........................... ........................................... 0.020 Point Opening (In .)............................................................................0.017
Point Opening (In .)............................................................................0.018 Closing Voltage............................................... Adjust to Buzz at .2S-.35
Closing Voltage (Range).................................... ............................ 1.5-9.5 Amperes at 13.5-15.4 Volts

CHEVROLET 40-60 TRUCK SERVICE MANUAL

I

Sec. 12-25

CHASSIS ELECTRICAL A N D INSTRUMENTS

C o m p a rtm e n t —TE-TS50, TE 6 0
2 4 —Engine
Figure

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 12-26
CHASSIS ELECTRICAL AND INSTRUMENTS
Fig u re 2 5 — In stru m en t P a n e l— T E-T S5 0 , TE6 0
CHEVROLET 40-60 TRUCK SERVICE MANUAL
I

Sec. 12-27

CHASSIS ELECTRICAL A N D INSTRUMENTS

W irin g — TE-TS50, T E 6 0
2 6 — Cab
Figure

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 CHASSIS
Sec.
12-28
_ R H.PARK l p

ELECTRICAL
I r .h . h e a d l p

AND
HORN

INSTRUMENTS
LIGH TIN G

CANADIAN
M ARKER LIG H T S M IR R O R L P S .
/sblk.-l R.P.O. 0 4 6
tr - 1 0 WHT.- -c: ~ C "I
■ fy I L.H
TR L. I.C.C. MKR. LP RLY. I8BLK -.-
18RED -
R .P 0 .J 9 I
I4BLK.—« 5 » - r — CZ) TRUCK R EAR I.C.C. MKR. LPS. (BODY BU ILD E R S)
F.MERG. PARK BRAKE I6BLK .
STOPLIGHT SW.-R.PO. J69 14 OK. B L U B ----------------------- 12 OK. B L U E -------( § ) - -12 B L U E S P A K E ------------------- •)
-----------I 2 Y E L L : L . H D I R . L P ------ — I

T R A IL E R CABLE VIllzonN.^HmL R L^
l2 G R N .fiH D Ifi.L P -^ SEMl TRL PLUG
/ 7 W IRE R.PO. U 8 7
R.P 0. U 8 5 U87 -------- 12BRN.-TAIL L P S . --------- j
-------- I2BLK.-I.C.C. M KR L T S . — Iv
•W--IOWHT-
EMERG. PARK BRAKE - - 14 Y E L L z L .H . D I R .L P ---------1, -
STOPLIGHT SW -R.P0.J69 ---- 14 R ED STOP L P S . ---------- \
SE M I T R L .P L U G
\ 6 W IRE R .P 0 .U 8 5
CHEVROLET 40-60 TRUCK SERVICE MANUAL

- ~ 14 CRN. R.H.DIR. L P -------- •

- - I 4 B R N . TAIL L P S . ------------------V ? N O T E -T R L PLUG S
- - I 4 B L K . I.C.C. MKR. L T S . ----------- , S HO W N L O O K IN G AT
•4-/4 WHT.----------------------------------- 1 O P E N M A T IN G E N D

T R A IL E R EM ERGEN CY
STOPLIGHT SW. R.RO. J9I

^ A I R MODELS ONLY

Fig u re 2 7 - C a b W irin g - T E - T S 5 0 , TE6 0

m
 Sec. 12-29

CHASSIS ELECTRICAL A N D INSTRUMENTS

I)

0
-C
0
1
00
CN
h.
3
0)

CHEVROLET 40-60 TRUCK SERVICE MANUAL

-
 CHASSIS
t

ELECTRICAL
C IR C U IT LEGEND
IDENTIFICATIO N

SYM B O L J U N C T IO N L O C A T IO N

□ 3 PO ST J C T BLOCK ( * TH R U * i ) - ENG. HARN. TO S H IF T SW. J C T C A B L E TO A X L E S H IF T SW. ON CONTROL ISLANO PNL S U P T FRT S IL L BRKT

AND
(2 ) 12 P O S T J C T BLO C K (1 TH R U * 2 ) L .H .----------------------------------------------------- ,
I IN S TR . PANEL H A RN. TO ENG. HARN. DOME LR -C A B JCT. BELOW FLOO R AT L.H.FR T. S T E P R ISER
12 P O S T J C T B LO C K (*l T H R U *12) R .H .-W IR E S W IT H RED S L E E V E ^ W IR E ASM. & T R L . WRG. HARN.

UNDER CAB AT CAB REAR

INSTRUMENTS
O 6 P O S T JCT. BLO C K ( * T H R U % ) - T R L . WRG. HARN. TO T R L . C A B LE ASM.

A 8 WAY M U L T IP L E C O N N E C T O R ------- D IR E C T SW. ASM. TO IN S T R . P N L . H A R N — ------------------ - UN D ER IN S TR . P A N E L AT S TE E R IN G COLU M N

CD 3 WAY M U L T IP L E C O N N E C T O R ------- IN S T R . P A N E L HARN. TO H D L P & PARK LR H A R N .- ----------------------------------------------BELO W FLOO R AT L .H .H D L P ASM.

/T 7 4 WAY M U L T IP L E C O N N E C T O R ------ -E N G . HARN. TO S T O P -T A IL LR FRT. E X T H A R N .— ---------------------------------------------- L.H. FR A M E RAIL AT BACK OF CAB

\± 7 4 WAY M U L T IP L E C O N N E C T O R ------- -S T O P -T A IL L P FRT. E X T HARN. TO R EA R S T O P -T A IL LP HARN ----------------------------------L.H.FR AM E RA IL AT R E A R A XLE

CD 2W A Y M U L T IP L E C O N N E C T O R ------- R EA R S T O P -T A IL L P HARN. TO S T O P -T A IL LR A S M .----------------------------------------------------------------------- AT S T O P -T A IL LR ASM.

m 2 WAY M U L T IP L E C O N N E C T O R .------- IN S T R . PANEL HARN. TO ENG. H A R N .--------------CAB JCT BELOW FLOOR AT L.H.FRT. S T E P RISER (T S & T E MODELS ONLY)

(T | 2 WAY M U L T IP L E C O N N E C T O R ------- ENG. HARN. TO A X L E S H IF T M T R . CABLE L.H. FRAM E AT BACK OF CAB

" ‘" \ P F U S E ------------------------------------------------------- FU SE B L O C K -IN S ID E CAB L .H .S ID E CO W L PANEL

C IR C U IT BREAK ER - - CAB. JCT. BELOW FLOOR AT L.H. FRT S TEP RISER

BAT. AUX.

cn S IN G LE L IN E CONNECTOR

T E R M IN A L OR CONNECTOR TE R M IN A TIO N -
RELA TED C IRCUITS
S P L IC E -----------------------------------------------------------------

q _ /~ G L IN E F U S E ----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
CHEVROLET 40-60 TRUCK SERVICE MANUAL

-------------- BROKEN LINES & S P E C IF IE D R.PO. D ENO TE WRG. & PARTS O TH E R TH A N STD . & NOT IN STD. WRG. HARN. ASM.

* BUS BAR PART OF FU SE B L O C K -F U S E BLOCK PART OF IN S TR PANEL HARN. ASM

[4 ] 4 WAY M U LTP LE C O N N E C T O R --------------------------------------------------------------------- ENG. HARN. TO T R A N S M IS S IO N C O N TR O L ASM. ON CO NTRO L IS LA N D P N L.

Fig u re 2 9 —L e g e n d F o r W irin g — TE-TS50, TE60

• • •
 I

Sec. 12-31

CHASSIS ELECTRICAL A N D INSTRUMENTS

Figure 3 0 —Engine Compartment—CS40-50

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 12-32

CHASSIS ELECTRICAL A N D INSTRUMENTS

JUNCTION
BLOCK

■18BRN'
48B-^ FUSIBLE LINK
RT. FRT. MARKER
LP.

140R-
Lr- 18B----------
TAIL & STOP
( 4*18T------
LAMP HARN.
HZl4LG —-K CONN. S '
X- *LG -A sO C 2
20PPLN

BRN-'
20DBL- 20W/QR/PPL
18BRN ■
R. H. PARKING &
DIR. SIGNAL LP. (02 ONLY)

18DBL

-18DBL-

DASH—
RADIATOR •18LG-fg\ PANEL
SUPPORT •18DG J g K
BACKING
LP. SW.

(03 ONLY, •18DBL

S * -2 0 D G

ENG. HARN,
CONN.
'20W/OR/PPL. (02
- 1 8 D G ------ 1 ONLY)

16BRN- 12PPL
12R —
PARKING & •16W— •18LG
SIGNAL LP. ■16DBL- •20DG

20PPL- 16BRN
18T----
14LG-
20PPL-
20PPL'
20LBL 20LBL-
20DBL- 12DG
18BRN- 12R
14LG - GEN. & FWD. LP
14LG- HARN. CONN.
’12B H l'TO SHEET METAL
18T - 12B - .......... - ............... -
18T —
18B —
-1 8 B -
8 BRN-'
LT. FRT. MARKER
LP. •FOR WIRE GAGE - SEE \J
TAIL & STOP LAMP WIRING SHEET

Figure 3 1 —Engine Compartment—CE40-50

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 12-33

CHASSIS ELECTRICAL A N D INSTRUMENTS

JUNCTION BLOCK
in
14B.

EXC 02

-140R

f
4B
TAIL & STOP
LP. HARN.
CONN.
20Y ----*LG
1 ^-♦DG
TO ENG

12PPL -18B-------
20W/OR
/P P L
-18B-^
^-12BRN
DIFF. LKOUT SW.
R. H. PARKING & ME 600 (13) 1
DIR. SIGNAL LP.
-^ -1 8 D B L -(i
12BRN
■18DBL-
DASH
/-RADIATOR PANELr v
/ SUPPORT
TEMP
8W.s§

<S> ■20DG-
BACKING LP. SW.

ENG. HARN.
■12B* CONN.
^2()W/OR/PPL r-(02
18DG \ ONLY)
18DBL
/-lST^-l

L.H. PARKING &

DIR. SIGNAL LP.
TO SHEET METAL
,20PPL

GEN. & FWD. LP. ■12BRN—

HARN. CONN.
6B"^Ar S ^
LINK 61 AMP GEN. ONLY
18B-
■lbB/W—n R S iit ^ — 18B/W-
1HR*
12DC
♦FOR WIRE GAGE - SEE CHASSIS It
TAIL LAMP WIRING SHEET

Figure 32 —Engine Compartment—CE-ME60

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 12-34

CHASSIS ELECTRICAL A N D INSTRUMENTS

JUNCTION BLOCK
12B----
'8R-----
■12DBL'
-18BRN FUSIBLE LINK
18B-V

TAIL & STOP LP,

HARN. CONN. >
X-14W-ft
/ 4DGt i s J

-14BRN
■20PPL W4L(
'12PPL.
20DBL

v ---- 18BRN' 2QW/OR

/P P L
R.H. PARKING
& DIR. SIG. LP.

•18DBL
DASH*\
18LG-rfT| PANEL
RADIATOR ■18DG-J®'
SUPPORT BACKING LP.
SW. CONN.

■20DG-
■12B —
■16DBL ENGINE HARN.
■16W—, CONN.
■8R----- ^**20W/ OR/PPL->.
---- 18DG------— ^ I

16BRN' ■12PPL
10R---- 18 L G -
16W—*
L.H. PARKING 20DG—
16DBL'
& DIR. SIG. LP 16BRN-
20PPL 18T—
•14LG—
20PPL-
20PPL*
-20LBL 20LBL-
20DBL '
gR
18BRN'
GEN. & FWD. LP.
14LG- \ JUNCTION
TO SHEET I BLOCK HARN. CONN.
14LG- METAL
18T — V'-------- 8R—| j-A A z S -1 2 R -^
•18T— 16B FUSIBLE LINK-
-18B— ---L’4W
•18B^-EI™H8B 12B/W' J M8T-
18BRN 12DG -14BRN—
«14Y —
—14DG----
♦FOR WIRE GAGE - SEE CHASSIS ti S4L G —
TAIL LAMP WIRING SHEET

Figure 3 3 —Engine Compartment—5E50

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 12-35

CHASSIS ELECTRICAL A N D INSTRUMENTS

JUNCTION BLOCK
12B—
8R----
12DBL
•18BRNv ■FUSIBLE LINK
■18Bn

18B-
■18B- TAIL & STOP LP.
■18T- HARN. CONN.
■14LG- ^14W-

.14BRN
20PPL-V /.14LG
12PPLi
■20DBL

v---- 18BRN 20W/OR/PPL

R. H. PARKING
& DIR. SIG. LP.

I 8LG7 W S DASH—\
-RADIATOR
SUPPORT 18DG-W PANEL
BACKING LP.
TEMP SW. CONN.
SW. o

■20DG------
■12 B --------
■16DBL— ENGINE HARN.
■16W—^ CONN.
■8R-------- ^-20W /O R /PP L -
— 18DG------- — s,

■16BRN ■12PPL
■10R---- ■18LG-
■16W—
L.H. PARKING -16DBL -20DG-
& DIR. SIG. LP 16BRN'
•20PPL ■18T----
-14LG-
20PPL'
'20PPL'
20LBL' 20LBL'
20DBL-
■18BRN' ■8R------
✓ JUNCTION GEN. & FWD LP.
■14LG- TO SHEET BLOCK HARN. CONN.
■14LG— METAL
>18T----
■18T---- 16B FUSIBLE LINK-
■18B----
•18B^»rrT,^ 18B-
18BRN 12DG- — 14BRN-
— 14Y----
— 14DG -
LT. FRT. ♦FOR WIRE GAGE - SEE CHASSIS t V -14LG -
MARKER LP. TAIL LAMP WIRING SHEET

Figure 34 —Engine Com partm ent—SS50

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 12-36

CHASSIS ELECTRICAL A N D INSTRUMENTS

Figure 35 —Instrument Panel—CE-CS40-50 (03 )

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 I

Sec. 12-37

CHASSIS ELECTRICAL AND INSTRUMENTS

— 12PPL
----12BRN
----24BRN/W'
— 12 P

— 20DG

CLUSTER LP.
(20GY)
ENG. OVERSPEED WARN.
LP. (20DBL)
350-366 & 427 ENG.
■FUEL GA.
(20T)
FUEL FEED
(20P)
CLUSTER LP.
(20GY)
R.H. DIR.SIG. LP.
(20DBL)
L. H.DIR.SIG. LP.
(20LBL)
CLUSTER LP.
(20GY)
TEMP. GA.
(20DG)
TEMP. FEED
(20P)
■HI BEAM IND. LP.
(20LG)
AMMETER - GEN.
(20B/W)
AMMETER - BAT.
(20B)
CLUSTER LP.
(20GY)

INSTRUMENT
CLUSTER
CIRCUIT

■14LBL 14LBL ■

♦FOR WIRE GAGE SEE TAIL & STOP LAMP WIRING SHEET
■180R------------------------------------------------------------------------------- ■180R—
. 1 8 W -------------------------------------------------------------------------------------------------------------------------------- ■18W----
-18T--------------------------------------------------------------------------------- ■18T----
- * BRN----------------------------------------------------------------------------- ■* BRN-
- * Y--------------------------------------------------------------------------------- ■* Y ----
- * DG------------------------------------------------------------------------------- ■* DG —
• ♦ LG ■* LG —

Figure 3 6 —Instrument Panel—CE-CS40-50 (0 3 )

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 12-38

CHASSIS ELECTRICAL A N D INSTRUMENTS

Figure 37 —Instrument Panel—CE-M E60 (03-13)

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 12-39

CHASSIS ELECTRICAL A N D INSTRUMENTS

— CLUSTER LP.
(20GY)
— ENG. OVERSPEED WARN.
LP. (20DBL)
350-366 & 427 ENG.
— FUEL GA.
(20T)
— FUEL FEED
(20P)
— DIFF. LKOUT WARN. LP.
(18BRN) ME 600
— CLUSTER LP.
(20GY)
— R. H. DIR. SIG. LP.
(20DBL)
— L. H. DIR. SIG. LP.
(20LBL)
-CLUSTER LP.
(20GY)
— TEMP. GA.
(20DG)
— TEMP. FEED
(20P)
HI BEAM IND. LP.
(20LG)
AMMETER-GEN.
(20B/W)
—AMMETER-BAT.
(20B)

INSTRUMENT
CLUSTER
CIRCUIT

♦FOR WIRE GAGE - SEE CHASSIS & TAIL LAMP WIRING SHEET
■180R- -180R—
-18W— ■18W—
■18T — •18T —
■*BRN ■*BRN
■*Y — ■♦Y —
■♦DG - ■♦DG -
.♦LG . .♦LG -

Figure 3 8 —Instrument Panel—CE-ME60 (03-13)

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 12-40

CHASSIS ELECTRICAL A N D INSTRUMENTS

*FOR WIRE GAGE - SEE CHASSIS & TAIL LAMP WIRING SHEET

Figure 3 9 —Instrument Panel—C A 40-50 (02 )

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 I

Sec. 12-41

CHASSIS ELECTRICAL A N D INSTRUMENTS

-12R ---------
-12PPL---- IGNITION SW.
CONN. BLKHD
-12BRN----
-24BRN/W- CONN
•12P..........
-18DBL---- -18DBL
-20DG------ >-18DBI

-18B FUSE PNL

-18B/LBL-I -20GY- CLUSTER LP.
HORN
■18DBL CONTACT -20P
■18BRN -20T FUEL GA.
■1SPPL
■18B/Y----- TO DIRECTION SIG. & •20DG S I TEMP GA.
■18DG' TRAFFIC HAZARD -2 OP ------ ??
• SWITCH
18B/W— ^ INSTR
■20DB R. H. DIR. SIG. LP. CLUSTER
DIR. SIG.
CONN.
AMMETER
— 20DBL-
—-20LBL-
— 20P-----
— 16GY— -20GY- CLUSTER LP.
— 16BRN-
— 20B-----
— 20LG • -JOGY----- CLUSTER LP.
_ 20T—
— 18P----- -20LG“ I f 0 HI BEAM LP. SPEEDO­
— 18BRN- METER
- 20B/W- ■20LBL^^£) L. H. DIR. SIG. LP.
_ 12R-----
-20GY----- CLUSTER LP.

BLs.
■18DB
■18P—^ OVERSPEED
c C WARN. LP.
(V-8 ENG)

■16DG— ■16DG
■160R— "160R
■14LBL- -14LBL

■18T---------------------------------------------------------------------------------------
■♦BRN
■*Y----------------------------------------------------------------------------------------
■*DG---------------------------------------------------------------------------------------
■*LG---------------------------------------------------------------------------------------
♦FOR WIRE GAGE - SEE CHASSE t TAIL LAMP WIRING SHEET

Figure 4 0 —Instrument Panel—CA 40-50 (02 )

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 12-42

CHASSIS ELECTRICAL A N D INSTRUMENTS

Figure 41 —Instrument Panel—S A 5 0 (02)

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 12-43

CHASSIS ELECTRICAL A N D INSTRUMENTS

SPEEDO­
METER

■16DG
■1®0R
■14LBL

------ 14W--------------------------------------------------------------------------------------- ------------------------------------------------------------------------— ------ 14W--------

-14DO 14DG-
-14LG- ■14LG-

Figure 4 2 —Instrument Panel—5A 50 (02 )

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 12-44

CHASSIS ELECTRICAL A N D INSTRUMENTS

RT REAR MARKER
LAMP
WIRE
GAGE MODELS

14 SA 400-500, CA-MA 520-820

CA 523-623-525-625

16 CA-MA 400-500-600 (EXC 520-

523-620-623-525-625)

* FOR WIRE GAGE - SEE CHART ABOVE

t
16UA (400-500-600;

L. H. BACKING LAMP

L. H. DIRECTION 6 TAEL LAMP

TAIL & STOP LAMP LT REAR MARKER

(02 MODELS ONLY) LAMP

Figure 4 3 —Tail and Stop Lamp—S A 5 0 (0 2 ) M E60

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 12-45

CHASSIS ELECTRICAL A N D INSTRUMENTS

WIRE
MODELS
GAGE
R.H . SIDE
16 CA 40 -5C -eo MARKER LP.
18BRN
4 — 18B lz ®
18BR N #
R.H . FRT. CORNER R_ H. CORNER MARKER LP.
MARKER LP.

18BRN-
^BRN 18DG-

R. H. DIRECTION ft TAIL LP.

ra
18BRN
• 1 8 L C - < g > | § ----------- j | )

R.H. BACKING LP.

■180R------- v
■18W------^ | \8 B R N
rtii

DOME LP.
•18BRN
UCEN8E LP.
18BRN-— —v

FUEL TANK 8BRN

18BRN ^
METER ASM. A W CENTER MARKER LP.

18B—^ '

18T T
18BRN

L .H . BACKING LP.

L, H. DIRECTION ft TAIL LP.

■180R-
■18W —
-18T — ----- 18BRN“^ L.H . CORNER
-♦BRN- MARKER LP.
■*Y — L. H. FRT. CORNER
.♦DG . MARKER LP.
L.KL SIDE
.18 LG - MARKER LP.
•FOR WIRE GAGE - SEE CHART ABOVE

Figure 4 4 —Tail and Stop La m p -C A 4 0 -5 0 , CE60

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 12-46

CHASSIS ELECTRICAL A N D INSTRUMENTS

/•20B

BLOWER MOTOR

EVAPORATOR

CONTROL SWITCH
SET AT: CONNECTS: ■16LBL m
OFF B TO NONE
LOW B TO L -14BR N -r^ ''^ NTR0L
MED B TO L & M f ------ 20GY—
SWITCH
HIGH B TO L i H

CONNECTOR RECEPTACLE
"PANEL LIGHTS"

LEGEND ^^ FUSE PANEL ASM.

EXISTING WIRING REPLACE EXISTING FUSE
WIRING PART OF EQUIPMENT WITH PROVIDED 25 AMP.
AIR CONDITIONING WIRING FUSE
VIEWS INDICATE WIRE
ENTRY SIDE OF CONNECTOR
V .____________/
CONNEC TOR REC E PTAC LE
"CIG"

Figure 4 5 —A ir Conditioning

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 12-47

CHASSIS ELECTRICAL A N D INSTRUMENTS

12DG

GEN. ft r*T3.
LP. HARX.
CONN.

Figure 4 6 —Generator—62 A m p-C A40, C A -SA 50, CE-ME60

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 12-48
CHASSIS ELECTRICAL AND INSTRUMENTS
Figure 4 7 — C a rg o Lam p

#
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 12-49

CHASSIS ELECTRICAL A N D INSTRUMENTS

Figure 4 8 —Trailer Jum per Cable—CE50, CE-ME60

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 12-50

CHASSIS ELECTRICAL AND INSTRUMENTS

— CLUSTER LP.
(20GY)
— ENG. OVERSPEED WARN
LP. (20DBL)
350-366 & 427 ENG.
— FUEL GA.
(20T)
— FUEL FEED
(20P)
— DIFF. LKOUT WARN. LP.
(18BRN) ME 600
t—CLUSTER LP.
(20GY)
— R. H. DIR. SIG. LP.
(20DDL)
— L. H. DIR. SIG. LP.
(20LBL)
(— CLUSTER LP.
(20GY)
— TEMP GA.
(20DG)
— TEMP FEED
(20P)
— HI BEAM IND. LP.
(20LG)
— AMMETER-GEN.
(20B/W)
— AMMETER-BAT.
(20B)
INSTRUMENT CLUSTER
CIRCUIT

— 180R—
— 18W—
— 18T —
Continuation of Tail & —— — ♦BRN—
Stop Lp. Wiring same as — * Y --
Production. — ♦DG -
■14DG TRAILER CABLE CONN.
^♦L G -
TRAILER CABLE JUNC. BLK. ♦FOR WIRE GAGE - SEE CHASSIS & TAIL LAMP WIRING SHEET

Figure 4 9 —Trailer Jum per Cable—CE50, CE-ME60

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Sec. 12-51

CHASSIS ELECTRICAL A N D INSTRUMENTS

STOP
LIGHT
DASH
PANEL
I I S ' DASH
[ / PANEL
DBL CHECK .SW
VLV STOP
LIGHT SW DBL CHECK
VLV STOP
LIGHT SW

TRLR EMER TRLR EMER

STOP LGT SW STOP LGT SW 16
OR
12PK
16W

16W

EMER AIR
BRAKE CONN
---- \

INST PNL
TRLR STOP LAMP BLK TRLR STOP LAMP
HARNESS
SW CONNECTOR SW CONNECTOR CONN

EMER AIR
BRAKE CONN
INST PNL
HARNESS
ofl CONN
J75-J77 ONLY J91

Figure 5 0 —Trailer Jum per Cable—CE50, CE-ME60

CHEVROLET 4 0 6 0 TRUCK SERVICE MANUAL

Sec. 12-52

CHASSIS ELECTRICAL A N D INSTRUMENTS

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 SECTION 13

(ladUatoJi and Susiae ^ank

S ubject P ag e No.
D e sc rip tio n ............................................................................................. ....... 13-1
M aintenance ............................................................................................. ....... 13-1
R a d ia to r M o u n tin g s .................................................................................. ....... 13_2
R a d ia to r R ep lacem en t .................................................................................. 13-3
P r e s s u r e R elief V alve and F ille r C a p ............................................. ....... 1 3 . 4
R a d ia to r S urge T ank .............................................................................. ....... 13-4
Engine C oolant ......................................................................................... ........13-5

NOTE: R e fe r to ENGINE COOLING (SEC. 6K) of th is m anual fo r

in fo rm atio n re la tiv e to engine coolant c irc u la tio n , s y ste m c a p a c ities,
te m p e ra tu re in d ic a to rs , th e rm o s ta ts , w a te r f ilte r s , and fan b e lts. In­
fo rm a tio n on re p la c e m en t of ra d ia to r sh e ll and fro n t end sh e e t m etal
is p ro v id e d in SHEET METAL (SEC. 11) of th is m anual.

DESCRIPTION
P r e s s u r iz e d cooling w ith re g u la te d coolant
flow is sta n d a rd on a ll m o d els. U se of p r e s s u r iz e d
s y s te m allow s in c re a s e d coolant o p e ra tin g te m p e r ­
a tu r e s fo r im p ro v ed efficiency, extended engine
life , and m inim um coolant lo s s . P r e s s u r e valve in
r a d ia to r f ille r cap is u se d to m aintain sp e cifie d
p r e s s u r e w ithin cooling s y s te m . T e m p e ra tu re of
coolant is re g u la te d b y th e rm o s ta t co n tro l in engine.
R a d ia to r a s s e m b lie s a r e en g in eered w ith op­
tim u m fro n ta l c o re a r e a and m axim um h eat t r a n s ­
f e r c h a r a c te r is tic s . A ll ra d ia to r a s s e m b lie s a r e
fitte d w ith a sh ro u d d esigned to a s s is t fan in d i­
re c tin g a i r flow th ro u g h ra d ia to r c o re and also
s e r v e a s a fan g u ard . F o r continuous heavy-duty
a p p lic a tio n s, ra d ia to r a s s e m b lie s w ith in c re a s e d
cooling capacity a r e a v a ila b le a s optional equipm ent.
P ro v is io n fo r coolant expansion is achieved by
m ain tain in g an a i r r e s e r v o ir in u p p er ra d ia to r tank
o r su rg e tank. T h is r e ta r d s coolant overflow r e ­
ducing n e c e ssity of fre q u e n t r e f ills .
S urp lu s coolant is r e le a s e d through f ille r cap
p r e s s u r e valve and neck vent to w hich is connected
an overflow tube. P u rp o se of overflow tube is to
allow e x c e ss coolant to be re le a s e d ben eath v eh icle.
P r e s s u r e in cooling s y s te m is m ain tained by
u se of ra d ia to r cap equipped w ith two v alv es; one
w hich re lie v e s e x c e ssiv e p r e s s u r e in sy ste m and
an o th e r w hich a d m its o u tsid e a ir to com pensate
fo r coolant c o n tra c tio n a fte r engine is stopped.
R a d ia to r cap s a r e p ro v id ed w ith p r e s s u r e ra tin g s
of 9 pounds p e r s q u a re inch. C oolant boiling point
in c r e a s e s a p p ro x im ately 3 d e g re e s fo r each ad d i­
tio n a l pound of p r e s s u r e . R e fe r to "S p ecificatio n s"
a t end of th is se c tio n fo r c o r r e c t re p la c e m en t
r a d ia to r f ille r cap.
MAINTENANCE
At re g u la r in te rv a ls , cooling s y ste m com pon­
en ts should be in sp e cte d to d e term in e if s e rv ic e
is re q u ire d . R eg u lar s y s te m a tic checks w ill re v e a l
faulty condition of v a rio u s u n its and in d icate n e c ­
e s s ity of se rv ic in g o r re p la c e m e n t of such co m ­
p onents b e fo re fa ilu re o c c u rs . Suggested checks
a re :
1. F req u e n tly check coolant le v e l. If low, add
reco m m en d ed coolant a s re q u ire d .
2. C heck hose connections and tighten clam p s
if seeping is evident. C rack ed , strip p e d , o r c o r ­
ro d ed clam p s should be re p la c e d .
3. In sp e c t ra d ia to r h o se s fo r spongy o r c h e ck ­
ed ap p e a ra n c e . D e te rio ra te d h o ses should be r e ­
p la c e d b e fo re b u rstin g o c c u rs w hich would r e s u lt
in coolant lo s s and could c au se ex ten siv e engine
dam age due to o v erh eatin g .
3. C heck ra d ia to r c o re fo r le a k s and fo r a c ­
cum ulation of d irt w hich o b s tru c ts a ir p a ssa g e and
re d u c e s effective h eat tr a n s f e r .
4. In sp e ct r e s ilie n t ra d ia to r m ountings fo r
d e te rio ra tio n and re p la c e a s re q u ire d . Keep m ount­
ing b o lts tight to p re v e n t co re dam age due to ro ad
sh o ck s and v ib ra tio n . Check sid e flan g es and su p ­
p o rt b r a c e s fo r evidence of m etal dam age if m ount­
ing b o lts a r e m issin g , lo o se, o r strip p e d .
5. In sp ect fo r p ro p e r c le a ra n c e betw een fan
b la d e s, ra d ia to r c o re , and sh ro u d (if equipped).
C heck fan attach in g b o lts fo r tig h tn e ss and o b se rv e
alig n m en t of fan b la d e s in re la tio n to each o th e r.
R ep lace fan if any blade is bent. D istan ce betw een
b la d e s and sh ro u d should be equal around e n tire
p e r im e te r of sh ro u d . If ad ju stm e n t is re q u ire d ,
sh ro u d attach in g b o lts m ay be lo o sen ed and sh ro u d
sh ifte d a s n e c e s s a ry to p ro v id e p ro p e r c le a ra n c e .

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 13-2
RADIATOR AND SURGE TANK
6. C heck f ille r cap s e a ls fo r evidence of
c ra c k in g o r se p a ra tio n . R ep lace a s re q u ire d .
7. To a s s is t in m ain tain in g efficien t h eat d is ­
sip a tio n , an o ccasio n al e x te rn a l flushing w ith w a te r
w ill rem o v e m a jo rity of d irt accu m u latio n and
fo re ig n m a tte r fro m betw een c o re fin s. W ater
u n d e r m o d e ra te p r e s s u r e should be d ire c te d fro m
behind c o re to fo rc e d e b ris out in o pposite d ir e c ­
tio n of its e n tra n c e . W ater should be d ire c te d in
lin e w ith fin s, not sid ew ay s, to re d u c e p o ssib ility
of bending fin s.
8. When coolant lo s s is evident o r engine o v e r­
heating o c c u rs , th e d am aged o r clogged ra d ia to r
should be s e rv ic e d by a ra d ia to r s p e c ia lis t o r r e ­
p la c e d w ith a new one. E fficien t r e p a ir of ra d ia to r s
re q u ir e s th e u se of sp e c ia l to o ls and equipm ent as
w ell a s p ro v isio n s fo r m aking p ro p e r te s ts . If ra d ­
ia to r c o re r e q u ir e s p ain tin g , sp ra y w ith sp e c ial
ra d ia to r pain t; do not u s e p a in t m ixed w ith o il, a s
oil m ixed p ain t w ill fo rm an in su latio n and p re v e n t
e fficien t d issip a tio n of h e a t.
RADIATOR M OUNTINGS
A ll ra d ia to r c o re m ountings on "C " and "S"
M odels c o n sist of th r e e m a jo r com ponents: r a d ­
ia to r u p p e r r e ta in e r s , r a d ia to r c o re , and ra d ia to r
lo w er m ounts. A ll "T " M odels em ploy a s e p a ra te
b ra c k e t m ounted s u rg e tank w hich s e r v e s a s a
coolant r e s e r v o ir fo r the r a d ia to r c o re .
Type of r a d ia to r c o re m ounting v a rie s a c ­
co rding to m odel and engine type.
RADIATOR REPLACEMENT
Due to v a rio u s ty p es of r a d ia to r m ountings,
th e follow ing g e n e ra l in fo rm atio n ap p lie s to all
m o d e ls. The ra d ia to r a sse m b ly may include a fan
sh ro u d and an oil co o le r at b a se of ra d ia to r c o re .
If equipped w ith a fan sh ro u d , rem o v e attach in g
b o lts and then lay sh roud back o v e r fan blad e. When
oil lin e s a r e rem oved, m ake p ro v isio n s fo r ca tc h ­
ing oil d rain ag e fro m c o o le r tank and lin e s. Do not
r e - u s e th is oil. R ep len ish tra n s m is s io n to re c o m ­
m ended level w ith f r e s h fluid a fte r in sta llin g r a d ­
ia to r .
Some m odels may be equipped w ith a se p a ra te
pow er ste e rin g oil co o le r w hich is a tta ch ed in front
of r a d ia to r c o re by m eans of c o o ler su p p o rt b ra c e s .
On m odels so equipped, it may be n e c e s s a ry to
rem o v e pow er ste e rin g oil c o o ler in o rd e r to r e ­
p la c e ra d ia to r c o re . F o r info rm atio n re la tiv e to
rem o v al and in sta lla tio n of oil c o o le r, se e "POW ER
STEERING" (SEC. 9B) of th is m anual.
"C " AND "S" MODELS
F o r illu s tra tio n of ra d ia to r fan sh ro u d in s ta ll­
atio n (when used) r e f e r to fig u re 1. R a d ia to r in ­
s ta lla tio n fo r conventional and cowl m o d els 40 and
50 is illu s tra te d in fig u re 2 and ra d ia to r in s ta lla ­
tio n fo r conventional cab m odels 60 in fig u re 3.
R em oval
1. D ra in ra d ia to r and d isconnect w a te r hoses
and tra n s m is s io n coolant lin e if so equipped.
2. If v ehicle is equipped w ith a fan shroud,
rem o v e sh ro u d attaching s c re w s (fig. 1) and c a r e ­
fully hang sh ro u d o v er engine fan a ssem b ly to p r o ­
vide c le a ra n c e fo r r a d ia to r rem o v a l.
3. Rem ove s c re w s se c u rin g r a d ia to r r e ta in e rs
to r a d ia to r su p p o rt and rem o v e r e ta in e r s and
b u m p e rs.
4. L ift ra d ia to r up out of low er m ounts. L ift
sh ro u d out of vehicle.
5. In sp ec t lo w e r pads and r e ta in e r s and r e ­
p la c e if n e c e s s a ry .
Figure 2 —Radiator Installation (A ll Conv.
and Cowl M odels 40 , 50) (Typical)
CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Sec. 13-3
RADIATOR AND SURGE TANK

In sta lla tio n

1. L ow er sh ro u d and r a d ia to r into p o sitio n
and s e c u re sh ro u d w ith bottom attach in g s c re w s .
2. In s ta ll two r e ta in e r s at top of r a d ia to r and
sh ro u d w ith fo u r s c re w s .
3. C om plete in s ta lla tio n of sh ro u d w ith two
s c r e w s to ra d ia to r r e ta in e r .
4. Connect r a d ia to r h o ses and tra n s m is s io n
c o o lan t lin e, fill cooling s y ste m , and check fo r
le a k s .
5. R e fe r to "T o rq u e S p e c ific a tio n s" fo r c o r ­
r e c t to rq u e v alu es.

" T ” MODELS (F ig. 4)

R em oval
1. D ra in r a d ia to r.
2. D isco n n ect th ro ttle linkage a t linkage b r a c ­
k et on r a d ia to r su p p o rt.
3. R em ove e le c tr ic a l com ponents fro m r a d ­
ia to r su p p o rt a sse m b ly .
4. D isco n n ect u p p e r and lo w er coolant h o ses
fro m ra d ia to r .
5. If v eh icle is equipped w ith a i r conditioning
o r p ow er s te e rin g cooling c o ils, rem o v e c o ils if
n e c e s s a ry .
6. R em ove n u ts, w a s h e rs , and sp rin g s fro m
U -b o lt.
7. R em ove u p p e r m ounting b o lts and ru b b e r
b u sh in g s.
8. To re m o v e r a d ia to r and su p p o rt a sse m b ly ,
tilt a sse m b ly fo rw a rd and lift a sse m b ly out of
v e h ic le .
9. To re m o v e r a d ia to r c o re a sse m b ly fro m
su p p o rt a sse m b ly , re m o v e cap s c re w s fro m fan
sh ro u d and rem o v e fan sh ro u d . R em ove cap s c re w s
atta c h in g r a d ia to r c o re a sse m b ly to su p p o rt a s ­
se m b ly and rem o v e c o re a sse m b ly .
3. C arefu lly p la c e ra d ia to r and su p p o rt a s ­
sem bly in v eh icle. B e s u re com ponents of low er
m ount a r e p ro p e rly p o sitioned,
4. A ssem b le ra d ia to r u pper m ounts and co m ­
p le te a sse m b ly of lo w er m ounts. When in sta llin g
low er m ount be s u re to p o sitio n sh im s and cushions
a s shown and to c o m p re ss the m ounting sp rin g s to
dim ension shown in fig u re 4.
5. C onnect u p p e r and lo w er coolant h o ses to
ra d ia to r.
6. In sta ll a ir conditioning o r pow er ste e rin g
cooling c o ils (if rem oved).
7. In s ta ll e le c tr ic a l com ponents on ra d ia to r
and connect th ro ttle linkage to r a d ia to r su p p o rt.
8. F ill cooling s y ste m and in sp ec t s y ste m fo r
le a k s.
TO RQ UE SPECIFICATIONS
(ALL MODELS)

In sta lla tio n R e ta in e r to R a d ia to r Support S crew s 150 in. lb s.

1. P o sitio n ra d ia to r c o re a sse m b ly in su p p o rt
R a d ia to r D ra in C o c k .............................. 118 in. lb s.
a ss e m b ly and s e c u r e w ith cap s c re w s .
2. In s ta ll fan sh ro u d and r e ta in w ith cap sc re w s . Shroud A ttaching S c r e w s ..................... 43 in. lb s.

Steel Shims
U-Bolt
Cushion
Rubber Bushing
M ou nting Bolt Nut Radiator
Support

M ounting
Bracket
Assem bly

Control Island Speed Nut Flat W asher

Frame Bracket Spring
Radiator Core a nd Support Nut ^

CORE UPPER MOUNTING CORE LOWER MOUNTING T-6846

Figure 4 —Radiator M ountings (“ T” M odels)

CHEVROLET 40-60 TRUCK SERVICE MANUAL

Sec. 13-4
RADIATOR AND SURGE TANK
C a p Unit
Vacuum
V a lv e
P re ssu re
V a lv e
P re ssu re V a lv e Sp rin g
F ig u re 5 —P ressu re R e lief V a lv e a n d Filler C a p
PRESSURE RELIEF VALVE
AND FILLER CAP
P r e s s u r e r e lie f valve a sse m b ly , in te g ra l w ith
r a d ia to r f ille r cap, in c o rp o ra te s a p r e s s u r e valve
and a vacuum valve (fig. 5). When p r e s s u r e in s y s ­
te m re a c h e s v alve se ttin g (see "S p ec ific a tio n s” a t
end of th is se c tio n ), p r e s s u r e valve opens and
v ap o r is allow ed to e sc a p e . A s liq u id in s y s te m
cools it c o n tra c ts ; th is allo w s p r e s s u r e valve to
c lo se and a lso c r e a te s a p a r tia l vacuum in sy ste m .
A tm o sp h e ric p r e s s u r e acting th ro u g h overflow
tube u n s e a ts vacuum valve and allow s a i r to e n te r
s y ste m . The overflow pip e co n n ects to valve o u t­
sid e the valve s e a l; thus no liq u id o r a ir can e s ­
cape fro m th e s y s te m when both v a lv e s a r e in the
Figure 6 —Surge Tank M ounting (Typical)
c lo se d p o sitio n .
R a d ia to r fille r cap is c o n stru c te d w ith a sp rin g -
loaded ru b b e r se a l w hich is p r e s s e d firm ly a g a in st
su rfa c e of f ille r neck s e a t when cap is in sta lle d .
R ubber s e a l m ust be in good condition and top of
ra d ia to r f ille r neck m u st be clean and sm ooth in
o r d e r to fo rm an a ir - tig h t s e a l. Seal of f ille r cap
and o p eratio n of p r e s s u r e re lie f valve can be
checked using a conventional cooling s y ste m t e s t ­
ing k it.
NOTE: When engine is a t n o rm a l op eratin g
te m p e ra tu re o r above, the in te rn a l p r e s s u r e built
up in the cooling s y ste m w ill blow out scald in g
flu id and v a p o rs if the r a d ia to r cap is suddenly r e ­
m oved. To p re v e n t lo s s of coolant and to avoid the
d an g er of being b u rn ed , the coolant lev e l should be
checked o r coolant added only when th e engine is
cool. If the cap m u st be rem o v ed when the engine
is hot, p la c e a cloth o v e r the cap and ro ta te the cap
slow ly cou n terclo ck w ise to f i r s t stop and allow
p r e s s u r e to esca p e com pletely. Then tu rn cap
ag ain slow ly cou n terclo ck w ise to rem o v e.
RADIATOR SURGE TANK
A s e p a ra te ra d ia to r su rg e tank on a ll "T "
M odels, is m ounted to r e a r of co n tro l isla n d f r a m ­
ing. A su rg e tank is a lso av ailab le on o th e r m odels
a s optional equipm ent (see fig. 6). T ank s e rv e s as
a coolant r e s e r v o ir fo r the ra d ia to r c o re w hich is
m ounted a t fro n t of engine. H oses and p ip e s con­
n e c t tank to r a d ia to r and w a te r pum p. Surge tank
in c o rp o ra te s the cooling sy ste m f ille r cap w hich
is a c c e s s ib le fro m Inside cab (”T " M odels) through
door a t top of s e a t r i s e r . T ilt cab fo rw a rd to gain
CHEVROLET 40-60 TRUCK SERVICE MANUAL

a c c e s s to su rg e tank. Tank is in engine c o m p a rt­
m ent on o th e r m odels.
At re g u la r in te rv a ls check tank and connecting
h o se s fo r le a k s. Keep hose clam p s and mounting
b o lts tig h ten ed se c u re ly .
ENGINE COOLANT
COOLANT RECOMMENDATIONS
T he y e a r-a ro u n d engine coolant u se d to fill
th e cooling s y ste m at the fa c to ry is a high quality
so lu tio n th at m e e ts G en e ra l M otors S p ecification
1S99-M . T his fa c to ry -fill coolant solution is fo rm ­
u la te d to w ith stan d two full c a le n d a r y e a r s of n o rm ­
a l o p eratio n w ithout d rain in g o r adding in h ib ito rs,
p ro v id e d the sa m e co n cen tratio n of coolant is added
if th e s y ste m needs ad d itio n al fluid betw een d rain
p e rio d s . The o rig in a l fa c to ry fill coolant p ro v id e s
fre e z in g p ro te c tio n to -2 0 ° F .
E v ery two y e a r s , the cooling sy s te m should be
s e rv ic e d a s d e s c rib e d in ENGINE COOLING (SEC.
6K) of th is m anual. A thorough d e sc rip tio n of in ­
sp ectio n , d rain in g , and cleaning of the cooling s y s ­
te m is given.
IMPORTANT: A lcohol, m ethanol b a se co o l­
a n ts , o r p la in w a te r a r e not reco m m en d ed. Only a
su fficien t am ount of E thylene Glycol b a se coolant
m eeting GM S pecificatio n 1899-M should be used .
DO NOT u se glycol e th e r (m ethoxy p ro p an o l type)
b a s e p e rm a n e n t type a n ti- f r e e z e coolants inDH478
d ie s e l engine a s dam age to cy lin d er head g asket
s e a ls w ill o c c u r.
COOLANT TESTING
A lw ays te s t so lu tio n b e fo re adding w a te r o r
a n ti- f r e e z e . Engine should be w arm ed up to o p e r­
atin g te m p e ra tu re . F ill and em pty te s te r s e v e ra l
tim e s to w a rm te s te r b e fo re u sin g . Keep te s te r
clean in sid e and out.
Some t e s t e r s w ill in d icate c o r r e c t fre e z in g
po in t only when te s t is m ade a t a sp e c ific te m p e r­
a tu re . O th er t e s t e r s a r e p ro v id ed w ith th e rm o m ­
e te r s and ta b le s and in d icate fre e z in g p o in ts c o r ­
SPECIFICATIONS
COOLING S Y S T E M PRESSURE R E L IE F V A L V E
MODELS VALVE STAMPED
A ll M odels R C -12-9#
Sec. 13-5
RADIATOR AND SURGE TANK
resp o n d in g to rea d in g s m ade at v a rio u s te m p e r­
a tu r e s . D isre g a rd in g te m p e ra tu re s of solution may
ca u se an e r r o r a s la rg e a s 30 F . R ead and be
guided by in stru c tio n s fu rn ish ed by t e s t e r m anu­
f a c tu r e r .
In the event coolant fre e z e s so lid in e x tre m e
cold w ea th er, p la c e vehicle in w arm building o r
im p ro v ise som e m eans of thawing coolant b efo re
s ta rtin g engine. U nder no c irc u m sta n c e s should
engine be o p e ra te d when coolant is fro ze n so lid .
A fte r thawing, re fill sy ste m w ith a higher concen­
tra tio n of a n ti-fre e z e solution and s ta r t engine.
In sp e c t e n tire sy ste m fo r leakage and then te s t
coolant w ith h y d ro m e ter to d e te rm in e if adequate
a n ti- fre e z e p ro te c tio n is p rovided.
COOLANT PRECAUTIONS
1. O verheating is not alw ays caused by a d e­
fec tiv e cooling sy stem ; in c o rre c t ignition tim in g ,
dragging b ra k e s, u n d e r-in fla te d tir e s , and im p ro p ­
e r u se of tra n s m is s io n g e a rs can cau se o v erh eatin g .
2. Keep w a te r pump and fan d riv e b e lts at
p ro p e r ten sio n . R e fe r to ENGINE COOLING SYS­
TEM (SEC. 6K) of th is m anual.
3. Do not o v e r -fill cooling sy ste m . E xpansion
of coolant when hot w ill ca u se lo ss of coolant through
overflow tube.
4. Do not rem o v e ra d ia to r f ille r cap when en­
gine is hot. W ait until sy ste m cools off.
5. Do not pour cold w a te r into cooling sy ste m
when the engine is hot. W ait until sy ste m cools off.
6. If cooling sy ste m re q u ire s freq u en t r e f ill­
ing, check fo r le a k s.
7. Keep a ll connections tight, and m ake s u re
g ask e t on ra d ia to r f ille r cap is in good condition.
8. When fillin g sy ste m with a n ti- fre e z e so lu ­
tion ALWAYS FOLLOW RECOMMENDATIONS of
a n ti-f re e z e m a n u fa c tu rer.
9. U se only Ethylene G lycol b a se coolant m e e t­
ing GM S pecification 1899-M . DO NOT u se G lycol
E th e r (Methoxy P ro p an o l Type) in GMC D iesel
engines.
10. D rain and flu sh cooling s y ste m ev ery o th e r
y e a r, p re fe ra b ly a t s t a r t o r end of w in te r o p eratio n .
OPENING PRESSURE
9 psi
CHEVROLET 40-60 TRUCK SERVICE MANUAL
Sec. 13-6
RADIATOR AND SURGE TANK

A lw ays u se coolant containing r u s t and c o r ­

ro s io n in h ib ito r com pounds.

When v eh icle is o p e ra te d in fre e z in g w eath er,

p ro te c t cooling s y s te m by u se of p e rm a n e n t-ty p e
a n tifre e z e .

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 Page 1

Speeded ^looli
R e fe re n c e s a r e m ade to sp e c ia l to o ls in the v a rio u s se c tio n s of th is m anual.
T h e se to o ls, o r th e ir equivalent, a r e n e c e s s a ry and a r e recom m ended to rea d ily
and efficien tly acc o m p lish c e rta in s e rv ic e o p e ra tio n s.

SECTION 1 - CAB AND BODY SECTION 4C - REAR HUBS AND BEARINGS

T ool No. Tool N am e T ool No. Tool Nam e

J-2 1 8 9 W e a th e rs trip Tool Set J-8 7 0 W heel B ea rin g Nut W rench H I 10 &H135
J-9 3 1 6 W indshield A lignm ent B lo cks J-5 9 5 5 W heel B e arin g Nut W rench H150 & T150
(T ilt Cab) T ru -A rc Snap Ring P lie r s
J-5 7 4 2 -0 1 & J-7 7 5 7 W heel B ea rin g W rench Set
J-9 8 8 6 D oor In sid e H andle Clip R em o v er C o n sists of next 7 ite m s:
J-2 2 5 7 7 W indshield C hecking B locks J-7 7 5 7 -1 3%" Octagon
J-22585 D oor Hinge B olt W rench J-7 7 5 7 -2 3 -1 3 /1 6 ” Octagon
J-7 7 5 7 -3 4 " Hexagon
AIR CONDITIONING
J-7 7 5 7 -4 4 - 3 /8 " O ctagon
J - 5725-04 G auge Set
J-7 7 5 7 -5 4 - 7 /8 " O ctagon
J-5 4 2 0 V alve A d ap ter
J-7 7 5 7 -6 E x ten sio n B a r %" D rive
J-9 4 5 9 V alve A d ap ter
J-7341 O ctagon
J-5 4 2 8 o r
J -5 4 2 8 -0 2 V acuum Pum p
J-5 4 2 8 -0 3 V acuum Pum p
SECTION 5A - HYDRAULIC BRAKES
J-8 6 9 5 -1 8 H o s e -to -D ru m A d ap ter
J-6 0 8 4 L eak D e te c to r J-23449
J-6 2 7 2 -0 1 M u lti-O p en er Sw itch A djusting Tool
J-2 3 4 4 9 -2 )
J-6 2 7 1 F its - A ll V alve (1 Can O pener) J-22348 B ra k e S pring R e p la c e r (Twin Action)
J -8 3 9 3 D eluxe P o rta b le A /C S e rv ic e Station J-23573 S tran d T ension Gauge
J-2 2 1 3 2 -0 1 S c h ra d e r V alve C o re R em over and
I n s ta lle r
J-2 2 9 7 4 S eal In sta lla tio n Tool SECTION 5B - AIR BRAKES
J-2 3 5 7 3 B e lt T en sio n Gauge
J-2 3 5 8 6 B elt T en sio n Gauge J-23527 S pring C o m p re sso r

SECTION 3C - FRONT SPRINGS

SECTION 6A - GASOLINE ENGINES
J-8 8 0 6 B a ll Jo in t Stud R em o v er
♦ J-2 1 0 5 8 B ushing R em o v er and R e p la c e r Set
IN -LIN E EN GIN ES
(P lain Spring Eye Bushing)
J -2 1 9 7 8 -1 & 2 B ushing R em o v er and R e p la c e r Set J-6 9 7 8 C ran k sh a ft D am per P u lle r
J-2 1 9 7 9 B ushing R em o v er and R e p la c e r J-22197 C ran k sh a ft D am per In s ta lle r
(Oval A dapter) J-5 8 9 2 V alve Spring C o m p re sso r (Head
J -2 1 8 3 0 -4 Spring B ushing R e c e iv e r In stalled )
J - 21830-7 Spring B ushing R e c e iv e r B rid g e J-8062 V alve S pring C o m p re sso r (Head
J - 22620-1 S pring B ushing R em o v er and Rem oved)
In s ta lle r J-0995 F ro n t C over O il Seal In s ta lle r (C over
Removed)
SECTION 4A - REAR A XLE J-8 3 4 0 F ro n t C o v er O il Seal In s ta lle r (C over
J-8 1 0 7 P o w e r Shift C y lin d er P isto n R e p la c e r Installed )
J-3 4 5 3 P in io n Yoke Holding B a r J-0 9 6 6 F ro n t C over C entering Gauge
J-2 2 2 8 1 P in io n O il S eal In s ta lle r - H135, J-21742 F ro n t C over C entering Gauge
H110, and H150 J-6 9 7 8 C ran k sh a ft D am per R em o v er
J-2 2 2 8 3 P in io n O il Seal In s ta lle r - T150 J-22197 C ran k sh aft D am per I n s ta lle r (D riv e-
On Type)
SECTION 4B - REAR SPRINGS J-2 1058 C ran k sh a ft D am p er In s ta lle r (P u ll-
On Type)
♦ J-21058 R em o v er and R e p la c e r (P lain Spring J-2 2 8 0 8 Flyw heel Dowel P in Hole R e a m e r
Eye Bushing) J-0971 F ro n t C over Support Tool

♦Listed in more than one section.

CHEVROLET 40-60 TRUCK SERVICE MANUAL
 Page 2

SPECIAL TOOLS

V8 ENG INES
SECTION 6T - AIR COMPRESSOR

J-5 8 9 2 V alve Spring C o m p re s s o r (Head ♦ J-2 3600 B e lt T ension Gauge

In stalled )
J-6978 C ra n k sh a ft D am p er R em o v er SECTION 6Y - ENGINE ELECTRICAL
J-2105 8 C ra n k sh a ft D am p er and S procket
I n s ta lle r BATTERY
J-1 6 1 9 C ra n k sh a ft S p ro ck et R em o v er (366 J-2 2552 B a tte ry T e s te r - C h a rg e r (421 T est)
and 427 E ngines)
J-5825 C ra n k sh a ft S procket R em o v er IGNITION SYSTEM
(350 Engine) S-9704B S park P lug W rench Socket (1 3 /1 6 ”
J-23042 C o v er O il Seal I n s ta lle r (350 Engine Plugs)
w /C o v e r Removed) J-2 2694 S park P lug W rench Socket (5 /8 ”
J-0971 C o v er Support Tool T a p e re d Seat Plugs)
J-22102 C over O il Seal I n s ta lle r (366 and J-6 2 9 6 -0 1 D is trib u to r A djusting W rench
427 E ngines)
J-8 3 4 0 C o v er O il Seal I n s ta lle r (350 Engine) A .C . GENERATING SYSTEM
J-5 5 9 0 C ra n k sh a ft S pro ck et In s ta lle r (NON-INTEGRAL TYPE)
(350 Engine) J -9 7 8 2 -1 T e s t A d ap ter Ju m p e r W ire
J-9 7 8 2 -3 R e g u la to r T e s t A dapter
J - 21600 T e s t A dapter
SECTION 6K - ENGINE COOLING J -5 4 4 B ru sh Spring Scale
J-22973 T h e rm o m e te r
* J-2360 0 B e lt T en sio n Gauge J-2 3 5 8 6 P o ly -V B elt T ension Gauge

SECTION 6M - GASOLINE ENGINE SECTION 7A - TRANSMISSION CONTROL

FU EL SYSTEM
J-2 3 7 3 9 TV L inkage A djustm ent Gauge
J-8 8 2 4 F lo a t Gauge (Bendix S tro m b erg )
J-4 3 9 5 F lo a t L e v e r Bending Tool (B endix-
S tro m b erg ) SECTION 7B - TRANSMISSION
J-1 0 1 7 6 Idle A d ju st W rench O N -VEH ICLE SERVICE
♦ L iste d in m o re than one se c tio n . J-8 1 0 9 G e a rsh ift L e v e r R em over

CHEVROLET 40-60 TRUCK SERVICE MANUAL

 WEIGHTS AND MEASURES

LINEAR MEASURE COMMON WEIGHT

16 ounces........................................ = 1 pound
1/12 foot (ft.)............................... = 1 inch (in.)
100 pounds................ = 1 hundred weight (cwt.)
12 in ch e s........................................... = 1 foot
2000 pounds........................................ = 1 ton
3 fe e t...................................... = 1 yard (1 yd.)

AREA MEASURE COMMON U.S.A. EQUIVALENTS

LENGTH
1/144 square foot (sq. f t .).. = 1 square inch (sq. in.)

144 square inches..................... = 1 square foot 1 in ch............................. = 25.4001 m illim eters

9 square fe e t.............. = 1 square yard (sq. yd.) 1 m illim eter........................... = 0 .0 3 9 3 7 inches

1 fo o t.................................. = 0.304801 m eters

LIQUID MEASURE 1 m e ter.................................... = 3 .2 8 0 8 3 feet

1 y a rd ................................. = 9.914402 meters

1/16 pint (pt.). ........ = 1 ounce (oz.)
1 m e ter.................................. =1.093611 yards
1 pint .......... ............ = 1 6 ounces
1 m ile ............................ = 1.609347 kilom eters
2 pints......... 1 quart (qt.) = 32 ounces
1 kilo m eter.................. ......... = 0.621370 miles
4 q u arts....... ---- = 1 gallon (gal.)

31 1/2 gallons ____ = 1 barrel (bbl.)

LIQUID CAPACITY

DRY MEASURE
1 q u art.................................... = 0 .9 4 6 3 3 liters

1/2 quart (qt.)............................... = 1 pint (pt.) 1 lite r..................................... = 1.05671 quarts

2 p ints....................................... = 1 quart (qt.) 1 g allon................................... = 3 .7 8 5 3 3 liters

8 q u arts..................................... = 1 peck (pk.) 1 l i t e r .................................. = 0.26418 gallons

4 p ecks.................................... = 1 bushel (bu.)

105 q u arts....................................... = 1 barrel DRY CAPACITY

1 quart....................................... =1.1012 liters

CUBIC MEASURE
1 lite r...................................... = 0.9081 quarts

1,728 cubic in ches....................... = 1 cubic foot 1 p eck......................................... = 8.810 liters

27 cubic fe e t.............................. = 1 cubic yard 1 lite r...................................... =0.11351 pecks

 DECIMAL EQUIVALENTS

U4 ................ ...................... 015625 33/i4 ......................................... .......... 515625

Wit ................ ...................... 03125 ,7/32 ............................................. .......... 53125
*4 ................ ...................... 046875 >%4 ............................ .......... 546875
v u ................ ...................... 0625 9/w .............................. ............. 5625
X* ................ ...................... 078125 37/*4 .............................. ............. 578125
Va ................ ............................09375 '%* .............................. ............. 59375
K i ................ ................... .109375 3%4 .............................. ............. 609375
y $ ................ ........................... 125 Vs .............................. ............. 625

%4 ...................... ......................140625 41/i4 ........ .640625

...........................................

5/ a ................ ......................15625 .............................. .......... 65625

"A * ................ ...................... 171875 4H a .............................. ............. 671875
Vu ................ ........................... 1875 n/w .............................. ............. 6875
]U 4 ................ ...................... 203125 *% 4 .............................. ............. 703125
%2 ................ ........................... 21875 23/32 ............................................... .......... 71875
'% 4 ...................... ......................234375 *% 4 ......................................... ............. 734375
Va ................ ......................25 Va .............................. ............. 75
,7/<4 ....................... ................... .265625 *% 4 .............................. .......... 765625
%2 ................ ........................... 28125 23/32 .............................. ............. 78125
»%4 ................ .....................296875 J* 4 .............................. .......... 796875
3/u ................ .......................... 3125 ,3/l6 .............................. ............. 8125
2 'A 4 ................ ..........................328125 5%4 .............................. ............. 828125
n /^2 ................ .....................34375 27/32 .............................. ............. 84375
'fa ................. .......................... 359375 55A 4 ............................... .......... 859375
Ve .................. ...................... .375 7/a .............................. ............. 875
2* 4 .................. .......................... 390625 57A 4 .............................. ........... 890625
23/32 .................. ......................... 40625 29/32 .............................. ...... .90625
2 %4 .................. .......................... 421875 5% 4 ................ .............. ......... 921875
V\6 .................. .......................... 4375 ,3/l6 ................................ ........... 9375
2%4 .................. .......................... 453125 6,/64 ........................................... .953125
,3/32 .................. .......................... 46875 3,/32 ................................ ........... 96875
"A 4 .................. .......................... 484375 ................................ ...... .984375
V i .................. .....................5 1 ................................
 GAGES
U. S. STANDARD G A G E* AM ERICAN WIRE or B & S G A G E
G A G E NO. Approx. Thickness—Inches Thickness—Inches

0000000 0 .4 9 0
000000 .460 0 .5 8 0 0
00000 .429 .5165
0000 .3 9 8 .4 6 0 0
000 .368 .4 0 9 6
00 .337 .3 6 4 8
0 .3 0 6 .3 2 4 8
1 .2 7 5 7 .2 8 9 3
2 .2 6 0 4 .2 5 7 6
3 .2451 .2 2 9 4
4 .2 2 9 8 .2043
5 .2 1 4 5 .1819.
6 .1991 .1 6 2 0
7 .1 8 3 8 .1443
8 .1 6 8 5 .1 2 8 5
9 .1 5 3 2 .1 1 4 4
10 ,1379 .1019
11 .1 2 2 5 .0907
12 .1072 .0 8 0 8
13 .0 9 1 9 .0 7 2 0
14 .0 7 6 6 .0641
15 .0 6 8 9 .0571
16 .0 6 1 3 .0 5 0 8
17 .0551 .0453
18 .0 4 9 0 .0403
19 .0 4 2 9 .0 3 5 9
20 .0 3 6 8 .0 3 2 0
21 .0 3 3 7 .0285
22 .0 3 0 6 .0253
23 .0 2 7 6 .0 2 2 6
24 .0 2 4 5 .0201
25 .0 2 1 4 .0179
26 .0 1 8 4 .0159
27 .0 1 6 9 .0142
28 .0 1 5 3 .0 1 2 6
29 .0 1 3 8 .0 1 1 3
30 .0 1 2 3 .0 1 0 0
31 .0 1 0 7 .0 0 8 9 3
32 .0 1 0 0 .0 0 7 9 5
33 .0 0 9 2 .0 0 7 0 8
34 .0 0 8 4 .0 0 6 3 0
35 .0 0 7 7 .00561
36 .0 0 6 9 .0 0 5 0 0
37 .0 0 6 5 .0 0 4 4 5
38 .0061 .0 0 3 9 7
39 .0 0 5 7 .0 0 3 5 3
40 .0 0 5 4 .0 0 3 1 4
41 .0 0 5 2
42 .0 0 5 0
43 .0 0 4 8
44 .0 0 4 6
 DRILL SIZES
Drill Wire Drill Wire Drill Wire Drill
Letter
Diam. Gage Diam. Gage Diam. Gage Diam.
Sizes
Inches Sizes Inches Sizes Inches Sizes Inches

z 0.413 1 0.2280 28 0.1405 55 0.0520

Y 0.404 2 0.2210 29 0.1360 56 0.0465

X 0.397 3 0.2130 30 0.1285 57 0.0430

w 0.386 4 0.2090 31 0.1200 58 0.0420

V 0.377 5 0.2055 32 0.1160 59 0.0410

u 0.368 6 0.2040 33 0.1130 60 0.0400

T 0.358 7 0.2010 34 0.1110 61 0.0390

s 0.348 8 0.1990 35 0.1100 62 0.0380

R 0.339 9 0.1960 36 0.1065 63 0.0370

Q 0.332 10 0.1935 37 0.1040 64 0.0360

P 0.323 11 0.1910 38 0.1015 65 0.0350

0 0.316 12 0.1890 39 0.0995 66 0.0330

N 0.302 13 0.1850 40 0.0980 67 0.0320

M 0.295 14 0.1820 41 0.0960 68 0.0310

L 0.290 15 0.1800 42 0.0935 69 0.0292

K 0.281 16 0.1770 43 0.0890 70 0.0280

J 0.277 17 0.1730 44 0.0860 71 0.0260

1 0.272 18 0.1695 45 0.0820 72 0.0250

H 0.266 19 0.1660 46 0.0810 73 0.0240

G 0.261 20 0.1610 47 0.0785 74 0.0225

F 0.257 21 0.1590 48 0.0760 75 0.0210

E 0.250 22 0.1570 49 0.0730 76 0.0200

D 0.246 23 0.1540 50 0.0700 77 0.0180

C 0.242 24 0.1520 51 0.0670 78 0.0160

B 0.238 25 0.1495 52 0.0635 79 0.0145

A 0.234 26 0.1470 53 0.0595 80 0.0135

27 0.1440 54 0.0550