1942 - 1947 Chevrolet Shop Manual



	0-11

	In mounting the front wheels, great care must be taken to properly adjust the bearings, an operation that requires mechanical skill, as follows: 1. Using an 8" wrench (never larger) and applying a steady force with one hand, pull up the adjusting nut as tightly as possible. At the same time rotate the wheel to be sure that all parts are correctly seated. 2. Back off the adjusting nut one-half castellation or one-twelfth turn. 3. If the slot in the nut and the cotter pin hole line up, insert the cotter pin. If not, back the nut off until the slot and the hole are in line and then insert the cotter pin. With the bearing inner cup an easy-push fit on the spindle and the nut a free-running fit on the spindle threads, this will give an adjustment toward the tight side, which will allow for settling and working-in of the parts in service. Front wheel bearings should never be set up on the loose side, as such an adjustment does not bring the balls and races into proper contact. It is well to note that the slight friction of a new snugly fitting felt retainer assembly will temporarily produce a slight drag on the wheel, but this is easily recognized and need not be confused with adjustment of the bearing. Spin the wheel, making sure that all parts are in correct position, then clinch cotter pin securely. REAR WHEEL LUBRICATION The rear wheel bearings are lubricated automatically from the rear axle. SPRING SHACKLES The spring shackles on all trucks and some passenger cars are equipped with pressure gun fittings, and should be lubricated with the lubricant recommended under "Chassis Lubricants." Some of the passenger cars are equipped with rubber-bushed rear spring shackles. This type shackle requires no lubrication at any time, and should not be sprayed with oil. CAUTION- On the passenger cars, rubber bushings are used at the front of each rear spring, and on the spring seats. These bushings must not be lubricated or sprayed with oil. SHOCK ABSORBERS The spring shock absorbers should be kept filled with a low viscosity (light body) shock insulation fluid, that has a pour test not higher than 30° below zero.	The shock insulation fluid should have a viscosity range of from 70 to 80 seconds at 100° F. (Sayboldt Universal) and should not exceed 975 to 1,000 seconds at 20° F. This type of fluid is carried by all Chevrolet dealers. NOTE-Do not, under any circumstances, use a shock insulation fluid heavier in viscosity, or body, than that recommended above. Heavy body fluids are detrimental to the proper functioning of the unit.
		STEERING GEAR LUBRICATION The steering gear is filled at the factory with a special all-season gear lubricant. Seasonal change of this lubricant is unnecessary and the housing should not be drained. Whenever required, additions should be made using a lubricant which, at low temperatures, is fluid and will not "channel" or cause "hard steering" and which will provide satisfactory lubrication under extreme summer conditions. Steering gear lubricants marketed by many oil companies, "All Purpose" or "Universal" gear lubricants or chassis lubricants are satisfactory to use. The pipe plug is installed in its particular location in the steering gear housing to prevent over-lubrication, generally occasioned by the use of a pressure gun. Over-lubrication of this unit might result in forcing lubricant up the steering gear mast jacket to the horn button and steering wheel.
		BRAKE AND CLUTCH PEDAL LUBRICATION (Passenger Cars) The pedals, lubricated at the factory, should not require further lubrication. However, should the pedals operate "stickily," remove the plug and fill the reservoir with chassis lubricant. CAUTION- Be very careful not to get any lubricant on the nearby rubber parts.
		VACUUM GEARSHIFT MECHANISM This mechanism, lubricated at the factory, is well protected and should not require further lubrication under 15,000 miles. However, should the shifting become "sticky" the metal protecting boot over the reactionary levers should be* inspected for leaks, at which time the levers should be lubricated with a graphite grease or chassis lubricant and the boot properly assembled. Lubrication of the vacuum cylinder is covered under the "Transmission" section of this Manual.