1942 - 1947 Chevrolet Shop Manual



	9-7



	Fig. 15—Layout of Truck Steering Gear Parts

	1 Worm Bearing Adjuster Lock Nut 2 Worm Bearing Adjuster 3 Housing End Cover 4 End Cover Gasket 5 Lower Wormshaft Roller Bearing 6 Wormshaft Assembly 7 Upper Wormshaft Roller Bearing 8 Housing 9 Mast Jacket 10 Mast Jacket Bearing Assembly 11 Sector Shaft Bushings 12 Sector and Shaft 13 Lash Adjuster	14 Lash Adjuster Shim 15 Check Nut 7/16-20 16 Housing Side Cover Gasket 17 Housing Side Cover and Bushing Assembly 18 Ball Nut 19 Ball Guides 20 Balls 21 Ball Guide Clamp 22 Bolt 1/4-20 23 Lockwasher 1/4 (Internal) 24 Sector Shaft Packing 25 Sector Shaft Packing Retainer

	the straight-ahead position, and still maintain perfect freedom at extreme right or left positions of the wheels. Through the design of the teeth on this sector, the slight wearing-in of the teeth in the straight-ahead position, which may occur during the long life of the sector teeth, can be taken up by adjustment without causing a "binding" condition in the less-used portion of the sector teeth toward either end from the straight ahead position. CAB-OVER-ENGINE TRUCKS Cab-Over-Engine trucks are equipped with a heavier steering gear for greater strength and durability. The ratio is 23.6 to 1. The general design of this steering gear is the same as that used on the conventional trucks, recirculating ball type. except that 106 balls of 9/32" diameter (53 in each circuit) are used instead of 60 as on the other models. The greater number of balls in this model	steering gear results in more of them in working contact at all times. All parts affected by this greater number of balls, the worm, nut, worm bearings, etc., are correspondingly larger than on the conventional trucks. ■ This steering gear is mounted in a frame bracket at the front end of the left side rail, Fig. 16. The pitman arm is forward of the steering arm. making it necessary that the steering connecting rod be assembled with the offset to the front of the truck, with the lubrication fitting on top, to provide proper tire clearance on turns. The wormshaft is tubular on this model and the horn wire is soldered to a contact ring pressed onto and insulated from the wormshaft as shown in Fig. 17. The wire passes through the tubular shaft and is soldered to a contact sleeve insulated from the shaft by three fiber washers at the top end of the wormshaft. A spring loaded contact brush is