Chevrolet 10 Series 1967, Руководство по обслуживанию, Страница: 476 / 605

WHEELS AND TIRES 10-2
TRUCK TYPE
Tire Size
Ply
Rating
Loads and Inflation Pressures (Lb./Sq. In.)
Tubeless Tube- Type
35 40 45 50 55 60 65 70 75 80 85
7.00-14
6 990 1070 1145
7.00-14 8 990 1070 1145 1220 1290 1365
6.50-16 6 1225 1320 1420
7-17.5 7.00-15 6 1310 1420 1520
7.00-16 6
1365 1475 1580
7.50-16 6 1565 1690 1815
7o50-16 8 1565
1690 1815 1930 2040 2140
7-22,5
6 1640 1760 1870
7.00-20 8
1640 1760 1870 1980 2080 2180
#8-16.5
6 1490 1610 1730
8-17.5
6 1620 1735
7.00-17 6
1620 1740
8-17.5 7.00-17 8
1620 1740
1850 1960 2060
8-19.5
6 1830
1960 2090
7.00-18 8
1690 1810 1920 2040 2140
8-19.5 7.50-17
8
1830 1960 2090 2220 2330 2440
8-19.5
7.50-17 10
1830 1960 2090 2220 2330
2440 2650
7.50-20 8
2060 2210 2350 2490
2620 2740
7.50-20 10
2060 2210
2350 2490 2620 2740 2860 2980 3090
8.25-20
10 2400 2570
2730 2890 3040 3180 3330
8.25-20 12
2400 2570 2730 2890 3040 3180
3330 3460 3600 3730
9.00-20 10
3040 3240 3440
3620 3790 3960
9.00-20 12
3040 3240
3440 3620 3790 3960 4120 4280 4480
10.00-20 12
3600 3820 4020
4220 4410 4580
#NOTE: 25 PSI - 1230 Load, 30 PSI - 1360 Load
SERVICE OPERATIONS
Wheel Nut Torques
On all vehicles equipped with disc or cast spoke
wheels, it will be necessary to retorque the wheel nuts at
firs t 1000 miles and every 6000 miles thereafter. See
Specifications for correct nut torques.
Correcting Irregular Tire Wear
Heel and Toe W ear--This is a saw-toothed effect where
one end of each tread block is worn more than the other.
The end that wears is the one that first grips the road
when the brakes are applied.
Heel and toe wear is less noticeable on rear tires than
on front tires, because the propelling action of the rear
wheels creates a force which tends to wear the opposite
end of the tread blocks. The two forces, propelling and
braking, make for more even wear of the rear tires,
whereas only the braking forces act on the front wheels,
and the saw-tooth effect is more noticeable.
A certain amount of heel and toe wear is normal. Ex­
cessive wear is usually due to high speed driving and ex­
cessive use of brakes. The best remedy, in addition to
cautioning the owner on his driving habits, is to inter­
change tires regularly.
Side Wear—This may be caused by incorrect wheel
camber, underinflation, high cambered roads or by taking
corners at too high a rate of speed.
The first two causes are the most common. Camber
wear can be readily identified because it occurs only on
one side of the treads, whereas underinflation causes
wear on both sides. Camber wear requires correction of
the camber first and then interchanging tires.
There is, of course, no correction for high cambered
roads. Cornering wear is discussed further on.
CHEVROLET TRUCK SERVICE MANUAL
Misalignment W ear--This is wear due to excessive
toe-in or toe-out. In either case, tires will revolve with
a side motion and scrape the tread rubber off. If mis­
alignment is severe, the rubber will be scraped off of
both tires; if slight, only one will be affected.
The scraping action against the face of the tire causes
a small feather edge of rubber to appear on one side of
the tread and this feather edge is certain indication of
misalignment. The remedy is readjusting toe-in, or re­
checking the entire front end alignment if necessary.
Uneven Wear--Uneven or spotty wear is due to such
irregularities as unequal caster or camber, bent front
suspension parts, out-of-balance wheels, brake drums
out of round, brakes out of adjustment or other mechan­
ical conditions. The remedy in each case consists of
locating the mechanical defect and correcting it.
Cornering Wear--When a truck makes an extremely
fast turn, the weight is shifted from an even loading on
all wheels to an abnormal load on the tires on the outside
of the curve and a very light load on the inside tires, due
to centrifugal force. This unequal loading may have two
unfavorable results.
F irst, the rear tire on the inside of the curve may be
relieved of so much load that it is no longer geared to
the road and it slips, grinding off the tread on the inside
half of the tire at the excessive rate. This type of tire
shows much the same appearance of tread wear as tire
wear caused by negative camber.
Second, the transfer of weight may also overload the
outside tires so much that they are laterally distorted
resulting in excessive wear on the outside half of the tire,
producing a type of wear like that caused by excessive
positive camber.