New 1967-68 Standard Strg Column Paper

[Gerard F.]

Re: New 1967-68 Standard Strg Column Paper

Jim,

The colors that you show are the chassis harness colors.

However, even my original switch has striped wires in the switch harness that are somewhat consistent with the chassis harness. The replacement switch also may have different stripe or solid colors.

The plastic connector has no alpha markings as to where the colored or striped wires are positioned in the connector. So when you remove the pins from the connector, sketch the positions or take a photo. I always make sure I take some closeup pickups whenever I disassemble something for the first time.

Actually, it is pretty easy to reassemble the wires on the connector, as the wires are in the correct order in molded portion of the harness up from the connector, you just have to remember which end to start with.

The white stripe wire (or white wire) from the switch is always on the end position, and would match the white wire (Brake Light) from the chassis harness. Here's my replacement switch harness on the original black connector (the replacement came with an incorrect brown connector, we can't have that):


Jim, if you have a drawing of the internal wiring of the switch, I'd like to get a copy. I was planning on doing an electrical schematic to show how it works. Interesting switch which controls 4 circuits.

Jerry Fuccillo
gjfeng@sbcglobal.net

[Jim S.]

Re: New 1967-68 Standard Strg Column Paper

Jerry,
I think that this is what you want. There are a few minor mistakes in the years that I don't have time to fix right now.
Jim

http://jimshea.corvettefaq.com/wp-content/uploads/2008/12/c3turnsignalswitchwires.doc

[Gerard F.]

Re: New 1967-68 Standard Strg Column Paper

Jim,

Thanks for the article on 68-82 turn signal wiring colors.

For 1967, I'm finding that both my original signal switch, and one replacement which I have, have the same combination of solid and striped wires in the column harness. Here's a photo with the replacement on the top of the picture:



There may be some variances in other replacement switches, and I notice that once you get to the switch, other colors are used on the replacement internal wiring. The color schemes remain the same for the internal wiring on my original.

I do see your minor correction in your article. The Dark Green and Black with Yellow (2nd and 3rd wires from the top in picture and article) column harness wires function as the Right and Left (respectively) Tail Lights.
Tail lights function as both Brake Lights and Turn Signal Lights.

If you step on the brake without a turn signal both rear tail lights activate. If you step on the brakes with a turn signal, one tail light functions as a signal light, and the other as a brake light. Interesting little cam in the switch, which is the usual problem with it.

[Jim S.]

Re: New 1967-68 Standard Strg Column Paper

Jerry,
I am having a heck of a time trying to make sense out of my 1968 Chevrolet Chassis Service Manual. Specifically the attachment of the lower column to the dash.


The manual says the following with respect to the above:
"Corvette only (fig.20):
a. Remove clamp bolt and washer from support assembly on engine side of dash panel.
b. Remove screws securing support assembly and seal to engine side of dash panel."

With respect to a. - I take it that the support assembly is the part with the two caged nuts on the engine side of the dash. But what is the clamp bolt and washer? What is that thing that looks like a pop rivet?

With respect to b. - They say "support assembly and seal on engine side of dash panel." I assume they meant support assembly on engine side and seal on driver compartment side.

I hope that your 1967 is identical to the 1968 in this area. I know that the mounting plate on the end of the steering column is clamped in place whereas the 1968 column has the plate welded in place on the column at Saginaw.

If you would eMail me with your phone number, it might be more helpful to talk this thing through.

Jim Shea
JIML82@aol.com

[Gerard F.]

Re: New 1967-68 Standard Strg Column Paper

Jim,

Actually, the 67 is quite different from your drawing from the 68 Service Manual and makes sense to the same (Corvette Only) text you have in your post.

I'll scan and send you the referenced figure (Figure 23 in the 67 Chassis Service Manual) by email with my phone number.

Having fun with the signal switch, still can't find the right cam.

[Jim S.]

Re: New 1967-68 Standard Strg Column Paper

Jerry,
Thanks for the eMail. The scan from your 1967 Chassis Service Manual answers my main question. They just carried over the text from 1967 with a new picture of the parts for 1968. The two don't go together. (It is amazing to me how 40 years after the fact, we can find so many mistakes in the Service Manual(s).)

The early 1967 steering shaft campaign was caused by the steering column being installed at the assembly plant(s) offset from the steering gear shaft by as much as a 1/2 inch. This put terrific bending stresses on the steering column shaft. The original design with the snap ring groove in the shaft resulted in several broken steering shafts (and obviously complete lack of steering!)

You can note from your 1967 scan from the 1967 Chassis Service Manual, the original mounting method allowed for vertical adjustment of the lower end of the steering column but no ability for side to side. The campaign covered virtually all GM passenger cars. The car divisions came up with the Mandatory Assembly Sequence and a Mandatory System Requirement that is part of the AIM.

Saginaw replaced all steering shafts with a new design that used a clamp and bolt in place of the snap ring and groove. (I think that the dealer was to remove the steering column, take it apart, and replace the steering shaft and lower bearing package. Then the dealer had to reinstall the steering column and align it to the gear.) Because of the huge volume of vehicles affected, I think that it was only the steering shaft and lower bearing that was replaced - not the entire steering column.

I didn't work directly in the steering column group back in 1967 so I had to pick up a lot of this campaign info by osmosis. I know there was a lot of finger pointing as to responsibility. Assembly plant techniques, lack of clear AIM specs, poor design by Saginaw with a snap ring groove in a hollow steering shaft, etc. At the time, Saginaw Steering Gear was a division of General Motors, so the cost of the campaign came out of the same corporate pocket.

I ought to contact Vette Vues (or possibly NCRS has access to this type info) and see if they can come up with the actual campaign literature.

Thanks again for the help. I got your eMail and will be giving you a call.
Jim Shea

[Terry M.]

Re: New 1967-68 Standard Strg Column Paper

I have some 1967 information at home. I'll look tonight.

[Terry M.]

Re: New 1967-68 Standard Strg Column Paper

Jerry,
Thanks for the eMail. The scan from your 1967 Chassis Service Manual answers my main question. They just carried over the text from 1967 with a new picture of the parts for 1968. The two don't go together. (It is amazing to me how 40 years after the fact, we can find so many mistakes in the Service Manual(s).)

The early 1967 steering shaft campaign was caused by the steering column being installed at the assembly plant(s) offset from the steering gear shaft by as much as a 1/2 inch. This put terrific bending stresses on the steering column shaft. The original design with the snap ring groove in the shaft resulted in several broken steering shafts (and obviously complete lack of steering!)

You can note from your 1967 scan from the 1967 Chassis Service Manual, the original mounting method allowed for vertical adjustment of the lower end of the steering column but no ability for side to side. The campaign covered virtually all GM passenger cars. The car divisions came up with the Mandatory Assembly Sequence and a Mandatory System Requirement that is part of the AIM.

Saginaw replaced all steering shafts with a new design that used a clamp and bolt in place of the snap ring and groove. (I think that the dealer was to remove the steering column, take it apart, and replace the steering shaft and lower bearing package. Then the dealer had to reinstall the steering column and align it to the gear.) Because of the huge volume of vehicles affected, I think that it was only the steering shaft and lower bearing that was replaced - not the entire steering column.

I didn't work directly in the steering column group back in 1967 so I had to pick up a lot of this campaign info by osmosis. I know there was a lot of finger pointing as to responsibility. Assembly plant techniques, lack of clear AIM specs, poor design by Saginaw with a snap ring groove in a hollow steering shaft, etc. At the time, Saginaw Steering Gear was a division of General Motors, so the cost of the campaign came out of the same corporate pocket.

I ought to contact Vette Vues (or possibly NCRS has access to this type info) and see if they can come up with the actual campaign literature.

Thanks again for the help. I got your eMail and will be giving you a call.
Jim Shea

Jim,

I don't have all the 1967 Campaigns. I am missing #1, and 3, and any higher than 11.

I found:
67-C-4 1/5/67 Replacement and alignment of 1967 Chevelle steering column shaft
67-C-8 3/27/67 Replacement of 1967 Corvair steering shaft
67-C-10 8/23/67 Lower steering shaft flexible coupling loosening -- 1966 truck HG and HM 70,000 models
67-C-11 3/19/68 Product campaign no 7011 Rework and align steering column on 1967 Chevrolet taxicab and police vehicles equipped with standard steering.

Nothing specifically about Corvettes in what I have. If you want copies of these send me a PM with your mailing address and I'll get them right out to you.

[Jim S.]

Re: New 1967-68 Standard Strg Column Paper

I am not positive how recall campaigns are administered. I think that one campaign can cover any number of makes and models. Then as further information surfaces additional campaign notices can be issued for more makes and models.

I can recall nearly all of the engineering garage hoists (with full vehicle tests) as well as many of Saginaw's engineering laboratory test equipment being tied up with steering shaft "spin" tests. I know that the original campaigns were directed at vehicles like the Corvette and GM B-body vehicles where the gear was mounted to the rear of the chassis and the steering column connected directly to the gear.

I can further remember that later it was determined that even the GM A-bodies (Chevelle, Skylark, Tempest, Cutlass) where the gear was forward (and a relatively long shaft connecting to the gear) also could have the problem with the column/gear offset. 1967 was before the seperate intermediate shaft (i.e. pot coupling, telescoping shaft, and flexible coupling as one unit). It was thought that the bending stresses would be less with the longer span from steering column mount in the front of dash to the gear.

I believe that the campaign involved changing these steering shafts to ones with a clamp in place of the snap ring and groove. Saginaw redesigned the column to use a seperate intermediate steering shaft on a crash basis (possibly as an intermin release during the 1967 model year.)

Jim