1942 - 1947 Chevrolet Shop Manual



	*3-8*

	less than 3/32" op more than 1/4", parts responsible (knuckle arm, pitman arm, short tie rod ends or long tie rod) must be replaced as necessary to bring this space within the limits, 3/32" to 1/4". Wear on the tapered section of the ball stud or hole in arm to decrease this space below 3/32" could only be caused by running a considerable period with the ball stud nut loose. FRONT SUSPENSION ALIGNMENT Front suspension alignment is the mechanics of adjusting all the inter-related factors, such as caster, camber, and toe-in, etc., affecting steering. Incorrect adjustment of these factors may result in hard steering, car wander, shimmy, and abnormal tire wear. Complete information on front wheel alignment principles as well as the importance of each angle and adjustment is given later in this section. PRELIMINARY INSPECTIONS Before checking the alignment of the front suspension inspect the following, making necessary adjustments or corrections: 1. TIRE MOUNTING-Check rim run-out and eccentricity. 2. TIRE PRESSURE—Check and set to recommended pressures for the tires being used. 3. FRONT WHEEL BEARINGS-Check for looseness. 4. KINGPIN BUSHINGS-Check for looseness. 5. STEERING GEAR-Check mounting bolts for tightness. 6. STEERING CONNECTIONS-Inspect ball and socket joints for tightness. After completing the above and making any necessary adjustments, the front suspension may	be checked on any reputable front end alignment equipment. In discussing the checking and correction of alignment in this Shop Manual, we have selected for illustrative purposes equipment that is in general use. When placing the car on the front end machine be sure that the front wheels are centered on the turntables and that the front and rear wheels are parallel to the sides of the runways. The rear wheels should be blocked to make certain the car will not shift its position. The front suspension is built as a unit which includes the front cross member. The alignment of this unit is adjusted at the factory with a fixed load applied to the assembly which results in a given height from the top of the cross member to the center line of the spindle. This is equivalent to a certain frame height when the assembly is installed on the car. The alignment specifications are based on this normal frame height. Therefore, it is necessary that the frame height at the front be set in this normal position in order to duplicate the ORIGINAL FACTORY SETTING CONDITIONS. The alignment will vary with different loads and operating conditions, but when set as above the variation in caster, camber and toe-in will be within limits necessary for satisfactory operation. To locate the frame to the proper height, install the approved gauge on the front. When installing the height gauge, place the two center holes of the gauge over the lower support arm shaft bushings; then raise or lower the front of the car by the bumper until the sockets in the ends of the gauge fit over the hex head of the lower pivot pins. Then install the clamp which locks the gauge to the front cross member, Fig. 18.



	Fig. 18—Position of Height Gauge at Front of Car