Index
For the convenience of servicemen when writing up certain business papers such as L.& M.R.'s, D.B.M.R.'s, Product Information Reports, or reporting product failures in any way, we are showing below the location of the various unit numbers. These unit numbers and their prefixes are necessary on these papers for various reasons-such as accounting, follow-up on production, etc.
The prefixes on certain units identify the plant in which the unit was manufactured, and thereby permits proper follow-up of the plant involved to get corrections made when necessary.
Always include the prefix in the serial number.
Fig. A - Vehicle serial number located on left front body hinge pillar.
Fig. B - Six cylinder engine serial number located on pad on right hand side of cylinder block at rear of distributor.
Fig. C - Eight cylinder engine serial number located on pad at front, right hand side of cylinder block.
Fig. D - Body style, body number, trim, type and point combination located on right hand shoulder of cowl, under the hood.
Fig. E - Rear axle serial number located on front, right side of differential carrier.
Fig. F - Conventional transmission serial number located on rear face of case in the upper right corner. O.D. unit, same identification.
Fig. G - Powerglide transmission serial number located on rear face of case in the lower right corner.
Fig. H - Battery code
number located an cell cover, top of battery.
General Lubrication
The selection of the proper lubricant and its correct application at regular intervals does much to increase the life and operation of all moving parts of the vehicle. Consequently, it is important that the correct grade of oil or grease, as noted in the following pages, be used.
Proper selection of the oil to be used will add much to the performance, reliability, economy and long life of the engine.
The engine crankcase of all new vehicles is filled with a light body "breaking-in" oil. Use this oil only during the first 500 miles. Check frequently and maintain the proper level. If it is necessary to add oil, use one of the light body oils described under "Oil Viscosity Numbers." At the end of the first 500 miles drain the "breaking-in" oil from the crankcase-when hot-and refill with an oil of the Viscosity Number and Type indicated below.
After the first 500 miles the crankcase oil should be selected to give the best performance under the climatic and driving conditions in the territory in which the vehicle is driven.
During warm or hot weather, an oil which will provide adequate lubrication under high operating temperatures is required.
During the colder months of the year, an oil which will permit easy starting at the lowest atmospheric temperature likely to be encountered, should be used.
When the crankcase is drained and refilled, the crankcase oil should be selected, not on the basis of the existing temperature at the time of the change, but on the lowest temperature anticipated for the period during which the oil is to be used.
Unless the crankcase oil is selected on the basis of viscosity
or fluidity at the anticipated temperature, difficulty in starting will
be experienced at each sudden drop in temperature.
Oil Viscosity Numbers
S.A.E. Viscosity Numbers indicate only the viscosity or body of the oil, that is, whether an oil is a light or a heavy body oil, and do not consider or include other properties or quality factors.
The lower S.A.E. Viscosity Numbers, such as S.A.E. 5W and S.A.E. 10W which represent the light body oils, are recommended for use during cold weather to provide easy starting and instant lubrication. The higher S.A.E. viscosity Numbers such as S.A.E. 20 and S.A.E. 20W, which represents heavier body oils, are recommended for use during warm or hot weather to provide improved oil economy and adequate lubrication under high operating temperatures.
Oils are available which are designed to combine the easy starting characteristics of the lower S.A.E. Viscosity Number with the warm weather operating characteristics of the higher S.A.E. Viscosity Number. These are termed "multi-viscosity oils;" S.A.E. 5W-10W, S.A.E. 5W-20, S.A.E. 10W-20W, and S.A.E. 10W-30.
The following chart will serve as a guide for the selection of the correct S.A.E. Viscosity Number for use under different atmospheric temperature ranges, and suggests the appropriate S.A.E. Viscosity Numbers when multi-viscosity oils are used.
If the lowest antici-
pated temperature,
during the interval in The following S.A.E.
which the oil will re- Viscosity Numbers
main in the crankcase, are
is: RECOMMENDED:
32F S.A.E. 20W or S.A.E. 20
0F S.A.E. 10W
Below 0F S.A.E. 5W
If the lowest antici-
pated temperature,
during the interval in If the Multi-Viscosity
which the oil will re- oils are used, the
main in the crankcase, following grades are
is: RECOMMENDED:
32F S.A.E. 10W-30 or S.A.E. 10W-20
0F S.A.E. 10W-20 or S.A.E. 10W-30
Below 0F S.A.E. 5W-10 or S.A.E. 5W-20
NOTE: For sustained high speed driving when the prevailing daylight temperature is above 90'F., S.A.E. 30 may be used.
In service, crankcase oils may form sludge and varnish and under some conditions, corrosive acids unless protected against oxidation. To minimize the formation of these harmful products and to supply the type of oil best suited for various operating conditions, the oil industry markets several types of crankcase oils. These types have been defined by the American Petroleum Institute as follows:
"Service ML" (Comparable to former Regular Type) -Generally suitable for use in internal combustion engines operating under light and favorable service conditions.
"Service MM" (Comparable to former Premium Type) -Oil having the characteristics necessary to make it generally suitable for use in internal combustion engines operating under moderate to severe service conditions which present problems of sludge, varnish or bearing corrosion control when crankcase oil temperatures are high.
"Service MS" and "Service DG" (Comparable to former Heavy-Duty Types)-Oils having the characteristics to make them generally suitable for use in internal combustion engines operating under unfavorable or severe types of service conditions.
For maximum engine protection under all driving conditions, oils designated "For Service MS" or "For Service DG" are recommended.
The oil gauge rod is marked "Full" and "Add Oil." These rotations have broad arrows pointing to the level lines. The oil level should be maintained between the two lines, neither going above the "Full" line nor under the "Add Oil" line.
Check the oil level frequently and add oil when necessary.
NOTE: It is advisable, when taking a long trip, to recheck
the oil level after the first 100 miles of the trip. This is a
precautionary measure, due to the possibility of crankcase dilution
which would give a false oil level reading. The diluents which are
usually the result of incomplete engine warmup (traveling short
distances) are driven out of the crankcase with high speed driving or
sustained normal engine operating temperatures.
When To Change Crankcase Oil
Oils have been greatly improved, driving conditions have changed and improvements in engines, such as the crankcase ventilating system, have greatly lengthened the life of good lubricating oils. However, to insure continuation of best performance, low maintenance cost and long engine life, it is necessary to change the crankcase oil whenever it becomes contaminated with harmful foreign materials. Under normal driving conditions draining the crankcase and refilling with fresh oil every 2000 to 3000 miles is recommended.
It is always advisable to drain the crankcase only after the engine has become thoroughly warmed up or reached normal operating temperature. The benefit of draining is, to a large extent, lost if the crankcase is drained when the engine is cold, as some of the suspended foreign material will cling to the sides of the oil pan and will not drain out readily with the cold, slower moving oil.
Under the driving conditions described in the following paragraphs, it may become necessary to drain the crankcase oil more frequently.
Frequent long runs at high speed, or continuous driving with heavy load, with the resultant high engine operating temperatures, may oxidize the oil and may result in the formation of sludge and varnish. While no definite drain periods can be recommended under these conditions, they should be more frequent than under normal driving conditions.
Driving over dusty roads or through dust storms introduces abrasive material into the engine. Carburetor air cleaners decrease the amount of dust that may enter the crankcase. The frequency of draining depends on severity of dust conditions and no definite draining periods can be recommended, but should be more frequent than under normal driving conditions. The use of an oil-bath type air cleaner is recommended for use under dusty driving conditions.
Short runs in cold weather, such as city driving and excessive idling, do not permit thorough warming up of the engine and water, fuel and acid may accumulate in the crankcase. Water in the crankcase may freeze and interfere with proper oil circulation. These factors also promote corrosion and sludge formation and may cause clogging of oil screens and passages. Under normal driving conditions this water is removed in the form of vapor by the crankcase ventilator. However, if crankcase diluents accumulate, they should be removed by draining the crankcase as frequently as may be required.
Probably the most serious phase of engine oil deterioration is that of crankcase dilution which is the thinning of the oil by fuel vapor leaking by pistons and rings and mixing with the oil and by condensation of water on the cylinder walls and crankcase.
Leakage of fuel, or fuel vapors, into the oil pan occurs mostly during the "warming up" period when the fuel is not thoroughly vaporized and burned. Water vapor enters the crankcase through normal engine ventilation and through exhaust gas blow-by. When the engine is not completely warmed up, these vapors condense, combine with the condensed fuel and exhaust gases and form acid compounds in the crankcase.
As long as the gases and internal walls of the crankcase are hot enough to keep water vapor from condensing, no harm will result. However, when the engine is run in low temperatures moisture will collect and unite with the gases formed by combustion resulting in an acid formation. The acid thus formed is likely to cause serious etch or pitting which will manifest itself in excessively rapid wear on piston pins, camshaft bearings and other moving parts of the engine, often times causing the owner to blame the car manufacturer or the lubricating oil when in reality the trouble may be traced back to the character of fuel used, or a condition of the engine such as excessive blowby or improper carburetor adjustment.
The Chevrolet engine is equipped with automatic devices which aid greatly in minimizing the danger of crankcase dilution.
The thermostat, mounted in the cylinder head water outlet, restricts the flow of water to the radiator until a predetermined temperature is reached, thus minimizing the length of time required to reach efficient operating temperature, reducing the time that engine temperatures are conducive to vapor condensation.
A water by-pass is included in the cooling system, utilizing a hole in the front of the cylinder block. This allows a limited circulation of coolant, bypassing the thermostat until thermostat opening temperatures are reached. This system provides a uniform coolant temperature throughout the engine, eliminating localized hot-spots, improving exhaust valve life, provides fast warm-up of lubricating oil and fast temperature rise in the coolant which provides fast heater operation in cold weather.
A thermostatic heat control on the exhaust manifold during the warming up period, automatically directs the hot exhaust gases against the center of the intake manifold, greatly aiding in the proper vaporization of the fuel.
An automatic choke reduces the danger of raw or unvaporized fuel entering the combustion chamber and leaking into the oil reservoir.
An efficient crankcase ventilating system drives off fuel vapors
and aids in the evaporation of the raw fuel and water which may find its
way into the oil pan.
Engine Fuel
Consider the refinery or marketer in choosing the gasoline for
Chevrolet engines. Most gasoline will provide satisfactory performance,
but under some conditions such as high temperatures or carbon
accumulation, use of a premium gasoline will result in less detonation
or "spark rap." Normal detonation or "spark rap" is
not harmful. With Chevrolet six cylinder engines, regular fuel may be
used, while the compression ratio of the Chevrolet V-8 engine is
sufficiently high to fully utilize premium fuel.
GENERATOR
Every 1000 miles the oiler on each end of the generator should be filled to the top of the cap with No. 20 engine oil. If the oil in the commutator end bearing becomes completely exhausted through failure to lubricate at regular intervals, it will require more than a single filling to restore the oil reserve in this order. In such cases, fill the oil cup three times consecutively allowing sufficient time between fillings to allow the oil to drain down.
NOTE: The successive refilling of the oiler should only be
performed at the rear oiler. Successive fillings should never be made at
the front oiler. Over oiling at the front oiler may result in damage to
the generator.
Starter Solenoid
A few drops of engine oil should be used on the pivots of the
starter shift lever mechanism. Do not oil solenoid plunger.
Distributor
Lubricant cup located on side of housing is filled with chassis lubricant. Turn cup down one turn every 1,000 miles.
Distributor cap should be removed every 5,000 miles. Apply a small amount of Delco-Remy cam and ball bearing lubricant or other suitable high melting point non-bleeding grease on distributor cam surface. Add a few drops of light engine oil to the breaker lever pivot.
An oil cup on the side of the distributor housing should be filled with light engine oil every 1,000 miles.
Every 5,000 miles, add a trace of Delco-Remy cam and ball
bearing lubricant or other suitable high melting point, non-bleeding
grease to the breaker cam. Put a few drops of light engine oil on the
wick in the camshaft under the rotor and on the breaker lever pivot. Add
3 or 4 drops of light engine oil to the felt wicks between the plates.
Wipe off any excess oil appearing on the breaker plate.
Rear Axle, Conventional Transmission and Overdrive
The passenger car operates under the most severe lubrication conditions at high speed and requires a hypoid lubricant which will meet this condition.
Rear Axles-S.A.E. 90 "Multi-Purpose" gear lubricant.
Transmissions-S.A.E. 90 Straight Mineral Oil gear lubricant. S.A.E. 90 "Multi-Purpose" gear lubricant.
CAUTION: Straight Mineral Oil gear lubricants must not be used in hypoid rear axles.
The S.A.E. 90 viscosity grade is recommended for year round use. However, when extremely low temperatures are encountered for protracted periods during the winter months, the S.A.E. 80 viscosity grade may be used.
Gear lubricants that will satisfactorily lubricate hypoid rear axles have been developed and are commonly referred to as "Multi-Purpose" gear lubricants.
These lubricants can also be satisfactorily used in transmissions and steering gears requiring a fluid lubricant.
"Multi-Purpose" gear lubricants must be manufactured under carefully controlled conditions and the lubricant manufacturer must be responsible for the satisfactory performance of his product. His reputation is the best indication of quality.
The lubricant level in the axle and transmission housings should be checked periodically. It is recommended that any additions required to bring up the lubricant level be made using the same type lubricant already in the housing.
When checking lubricant level in transmission or rear axle the unit being checked should be at operating temperature. With unit at operating temperature the lubricant should be level with bottom of the filler plug hole. If the lubricant level is checked with the unit cold the lubricant level should be 1/2 inch below the filler plug hole.
Seasonal changes of the lubricant are not required. When
refilling is necessary, refill with lubricants recommended above.
Powerglide Transmission
Check oil level with engine idling, parking brake set, transmission warm and control lever in Neutral (N) position. Add only "Automatic Transmission Fluid Type "A," bearing an AQ-ATF number when level reaches "add 1 qt." mark on oil level rod. Do not allow dirt to enter filler tube.
Drain and refill the Powerglide transmission every 25,000 miles. Before draining, warm transmission up to operating temperature. Complete draining is accomplished as follows:
The universal joints are lubricated and sealed at the factory. It is
recommended that they be disassembled, cleaned and lubricated every
25,000 miles with a high-melting point, wheel bearing type lubricant.
Front Wheel Bearings
It is necessary to remove the wheel and hub assembly to lubricate the bearings. The bearing assemblies should be cleaned before repacking with lubricant. Do not pack the hub between the inner and outer bearing assemblies or the hub caps, as this excessive lubrication results in the lubricant working out into the brake drums and linings.
Front wheels of all passenger car models are equipped with ball bearings and should be packed with a high melting point front wheel bearing lubricant.
The proper adjustment of front wheel bearings is one of the
important service operations that has a definite bearing on safety. A
car with improperly adjusted front wheel bearings lacks steering
stability, has a tendency to wander or shimmy and may have increased
tire wear. The adjustment of these bearings is very critical. The
procedure is covered in Section 3 of this manual under Front Wheel
Bearings-Adjust.
Steering Gear
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 are marketed by many oil companies and either "Multi-Purpose" or "Universal" gear 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 tube to the horn button and steering wheel.
On models equipped with power steering gear, check fluid in pump
reservoir. Add Automatic Transmission Fluid bearing an AQ-ATF number to
bring level to full mark on reservoir tank.
Chassis Lubrication
For chassis lubrication, consult the lubrication chart. It shows the points to be lubricated and how often the lubricant should be applied.
The term "chassis lubricant" as used in this manual, describes a semi-fluid lubricant designed for application by commercial pressure gun equipment. It is composed of mineral oil (300 to 500 seconds Saybolt Universal viscosity at 100F) combined with approximately 8% soap, or soaps which are insoluble in water.
Many of the annoying squeaks and noises that occur in closed bodies are due to neglecting a very important maintenance service which all bodies should receive regularly.
The movable mechanical parts of the body are lubricated at the factory for easy operation and to eliminate squeaks caused by frictional contact. This lubrication should be maintained and replenished at periodic intervals.
Most body lubrication points do not carry heavy loads like the chassis, and for this reason many of the points do not require as heavy nor as frequent lubrication as the chassis points.
For body lubrication, a specific kind of lubricant, the one best suited for individual points, should be used. Knowing what to use and where to use it, together with a little care and cleanliness, will bring many returns in the satisfaction and pleasure of driving a car properly serviced.
The following parts should be lubricated twice a year.
Application Lubricant Instrument Compartment Door Hinge...............Dripless Front Door Hold Open Clips......................Lubriplate or Equivalent Door Jamb Light Switch..........................Lubriplate or Equivalent Door Lock Bolt Housing..........................Stick Type Lubricant Door Lock Striker Teeth.........................Stick Type Lubricant Rear Door Hinge and Hold Open...................Lubriplate Deck Lid Hinge and Torque Rod Ends..............Lubriplate or its Equivalent Deck Lid Lock Bolt..............................Lubriplate or its Equivalent Gas Filler Door Hinge...........................Dripless Oil Folding Top Linkage Bearing Points..............No. 10 Engine Oil Side Roof Rail Mechanical Sealing Strip Gasket..Silicone Emulsion Weather Strips..................................Rubber Lubricant Parts to be lubricated when access to parts can be obtained. Windshield Wiper Motor and Transmission Spools..Lubriplate Door Lock Parts.................................Lubriplate Window Regulator Rack and Cam Channels..........Lubriplate Seat Adjusters and Seat Track...................Lubriplate
Wipe off all lubrication points before applying new lubricant. Remove all excess lubricant to prevent staining of trim parts where necessary.
Excessive lubrication of body parts usually causes more complaints than lack of lubrication. If a soft, dark grease is applied to a door lock bolt or a dovetail wedgeplate on the exposed face of the door, a slight brush across this soft grease may ruin a gown and spoil the entire evening for the owner and others. Too much lubrication applied to exposed parts serves no good purpose. It is not only a waste of material but is a contribution to serious complaints.
Lubricate only where squeaks develop, or where conditions indicate that the addition of lubricant is desirable for easier operation of individual units or points.
(See fig. 1 Lubrication Diagram)
Further information on these points is given previously in this section