CHEVROLET CAMARO 1967 1.G Chassis Workshop Manual

CLUTCH AND TRANSMISSIONS 7-32

21.
Remove transmission output shaft slip yoke and in-

sert a plastic shipping plug in end of extension to

prevent spillage of transmission fluid.

NOTE:
The yoke is removed to avoid tearing

the heat reflecting pad on the underbbdy, when

the transmission is being removed.

22.
Remove bright metal ignition shielding from dis-

tributor area.

23.
Remove the transmission dip stick and tube

assembly.

24.
Disconnect transmission vacuum modulator line at

distributor advance line tee.

25.
Position transmission hoist under transmission and

attach safety chain to transmission.

26.
Remove transmission converter housing-to-engine

attaching foolts and slide transmission rearward.
NOTE:
Observe converter when moving trans-

mission rearward. If converter does not move

with the transmission, pry it free of flywheel

before proceeding.

27.
Install converter retaining strap.

28.
Lower and remove transmission from vehicle by

tilting the front down and to the right while inter-

mittently lowering the transmission to facilitate its

• removal.

29.
Reinstall transmission assembly by performing the

above steps in reverse order.

Bolt Torques

Transmission Case to Flywheel

Housing Bolts 35 ft. lbs.

Converter to Flywheel Bolts. . , . . 35 ft. lbs.

OTHER SERVICE OPERATIONS

Although certain operations, such as oil pan or gasket

replacement, valve body, governor, filler pipe "O" ring,

speedometer drive gear, case extension "0" ring and

rear oil seal, vacuum modulator, and servo cover or

gasket service may be performed from underneath the
vehicle without removing the Powerglide; their service

procedure is covered in the Passenger Overhaul Manual

and is not repeated here. Refer to the- Powerglide Sec-

tion of the Passenger Overhaul Manual for all other

service operations not covered here.

DIAGNOSIS

Proper operation of the Powerglide transmission may

be affected by a number of factors, all of which must be

considered when trouble in the unit is diagnosed.

Proper trouble diagnosis can only be accomplished

when performed in a thorough step by step procedure.

The following procedure has been devised and tested and

is recommended for all trouble diagnosis complaints and

if the service man will follow this checking procedure,

accurate and dependable diagnosis may be accomplished.

This will result in a savings of time, not only to the

service man, but to the customer as well.

WARMING UP TRANSMISSION

Before attempting to check and/or correct any com-

plaints on the Powerglide transmission it is absolutely

essential that the oil level be checked and corrected if

necessary. An oil level which is either too high or too

low can be the cause of a number of abnormal conditions

from excessive noise to slippage in all ranges.

It must be remembered that cold oil will slow up the

action of the hydraulic controls in the transmission. For

this reason a trouble or oil leak diagnosis should not be

attempted until the transmission has been warmed up by

either of the following procedures:

Shop Warm Up

1.
Connect tachometer to engine.

2.
Set parking brake tight and start engine.

3.
Place selector light in
"D"
(drive) range.

4.
Adjust carburetor idle speed adjusting screw to run

engine at approximately 750 rpm and operate in this

manner for two minutes. At the end of two minutes

of operation, the transmission will be sufficiently

warmed up for diagnosis purposes.
NOTE:
At this point, readjust the engine idle

speed to 450-475 rpm in
"D"
range.

Road Warm Up

Drive the car approximately 5 miles with frequent

starts and stops.

NOTE:
At this point, make sure the engine idle

speed is set to 450-475 rpm in
"D"
range.

CHECKING FLUID LEVEL AND CONDITION

After transmission has been warmed up, check the

fluid level with the engine idling, parking brake set and

control lever in "N" (neutral). If the fluid level is low,

add fluid to bring level up to the full mark on gauge rod,

CAUTION: If fluid level is too high, fluid may

be aerated by the planet carrier. Aerated fluid

will cause turbulence in the converter which will

result in lost power, lower stall speed and lower

pressures in control circuits. Lower fluid level

to full mark, then shut off engine to allow air

bubbles to work out of fluid.

When checking oil level, aburned smell and discolora-

tion indicate burned clutches or bands and the transmis-

sion will have to be removed.

MANUAL LINKAGE

Manual linkage adjustment and the associated neutral

safety switch are important from a safety standpoint.

The neutral safety switch should be adjusted so that the

engine will start in the Park and Neutral positions only.

With the selector lever in the Park position, the park-

ing pawl should freely engage and prevent the vehicle

CHEVROLET CHASSIS SERVICE MANUAL

CLUTCH AND TRANSMISSIONS 7-33

from rolling. The pointer on the indicator quadrant

should line up properly with the range indicators in all

ranges.

OIL LEAKS

Before attempting to correct an oil leak, the actual

source of the leak must be determined. In many cases

the source of the leak can be deceiving due to "wind flow1 f

around the engine and transmission.

The suspected area should be wiped clean of all oil

before inspecting for the source of the leak. Red dye is

used in the transmission oil at the assembly plant and

will indicate if the oil leak is from the transmission.

The use of a "black light"* to identify the oil at the

source of leak is also helpful. Comparing the oil from

the leak to that on the engine or transmission dip stick

(when viewed by black light) will determine the source

of the leak.

Oil leaks around the engine and transmission are gen-

erally carried toward the rear of the car by the air

stream. For example, a transmission "oil filter tube

to case leak" will sometimes appear as a leak at the

rear of the transmission. In determining the source of

an oil leak it is most helpful to keep the engine running.

The mating surfaces of servo cover, converter housing,

transmission case and transmission case extension

should be carefully examined for signs of leakage. The

vacuum modulator must also be checked to insure that

the diaphragm has not ruptured as this would allow trans-

mission oil to be drawn into the intake manifold. Us-

ually, the exhaust will be excessively smoky if the

diaphragm ruptures due to the transmission oil added to

the combustion. The transmission case extension rear

oil seal should also be checked. All test plugs should be

checked to make sure that they are tight and that there

is no sign of leakage at these points. The converter

underpan should also be removed. Any appreciable quan-

tity of oil in this area would indicate leakage at the pump

square seal ring, pump seal assembly, or pump bolt

sealing washers.

BASIC PRESSURE CHECKS

Four basic pressure checks are used for diagnosis and

operational checks for the Aluminum Powerglide trans-

mission. All checks should be made only after thoroughly

warming up the transmission.

• Wide Open Throttle Upshift Pressure.

• Idle Pressure in "Drive" Range.

• Manual "Low" Range Pressure.

• "Drive" Range Overrun (Coast) Pressure.

It is not recommended that stall tests be conducted

which would result in engine vacuum falling below 10" Hg.

Pressure gauge hose connections should be made at

the low servo apply (main line) test point (fig. 14PG).

Run the gauge line into the driving compartment by

pushing aside the mast jacket seal. The line out of the

way of the drivers feet and connect to pressure gauge

J-21867.

• Wide Open Throttle Upshift Pressure Check

Refer to the pressure check chart for upshift pressure
SERVO APPLY

PRESSURE

Fig.
14PG - Pressure Test Plug

points as indicated on the lower servo apply (main line)

gauge.

• Idle Pressure in "Drive" Range

In addition tp the oil pressure gauges, a vacuum gauge

is needed for this check.

With the parking brake applied and the shift selector

lever in "Drive", low servo apply (main line) pressure

should be as shown on the pressure check chart.

If pressures are not within these ranges, the following

items should be checked for oil circuit leakage:

1.
Pressure regulator valve stuck.

2.
Vacuum modulator valve stuck.

3.
Hydraulic modulator valve stuck.

4.
Leak at low servo piston ring (between ring and

bore).

5.
Leak at low servo piston rod (between rod and bore).

6. Leak at valve body to case gasket.

7.
Leak at valve body gaskets.

8. Front pump clearances.

9. Check passages in transmission case for porosity.

• Manual "Low" Range Pressure Check

Connect a tachometer, apply the parking brake, place

the selector lever in "Low" range, and adjust the engine

speed to 1000 rpm with the car stationary.

Low servo apply (main line) pressure should be as

shown on the pressure check chart.

Pressures not within this range can indicate the fol-

lowing possibilities:

1.
Partially plugged oil suction screen.

2.
Broken or damaged ring low servo.

CHEVROLET CHASSIS SERVICE MANUAL

CLUTCH AND TRANSMISSIONS 7-34

3.
Pressure regulator valve stuck.

4.
Leak at valve body to case gasket.

5.
Leak between valve body gaskets,.

6. Leak at servo center.

7.
Front pump clearances.
• Drive Range Overrun (Coast) Pressure

With the vehicle coasting in "Drive" range at 20-25

MPH with engine vacuum at approximately 20" Hg., low

servo apply (main line) pressure sttould be as shown on

the pressure check chart.

POWERGLIDE BASIC PRESSURE (MAINLINE) CHECK CHART

Engine

L-4 - 153 and

L-6 - 194

L-6 - 230

L-6 - 250

(Pass.)

L-6 - 250

(Taxi & Police)

V-8 - 283

V-8-327(2BBL Camaro)

V-8 - 327
&
427

V-8 - 396

V-8-327(W/RPO K-19)

V-8 - 350
Wide Open

Throttle

Upshift (psi)

93 - 104

96 - 112

91 - 105

96 - 112

90 - 105

91 - 107

104 - 119

104 - 119

99 - 113

91 - 106
Idle Pressure In

"Drive" Range

16"
Hg.

35-48

60 - 74

59 - 72

60 - 74

60 - 73

60 - 74

60 - 74

60 - 74

54 - 69

60 - 74
10"
Hg.*

60 - 71

88 - 101

84 - 95

88 - 101

86-98

88 - 101

88 - 101

88 - 101

83 - 95

88 - 101
Manual "Low"

Range
@
1000

RPM (psi)

105 - 118

124 - 139

105 - 118

124 - 139

115 - 128

124 - 139

124 - 139

124 - 139

109 - 124

124 - 139
Drive Range

Overrun (Coast)

@ 20 - 25 MPH

(20"
Hg.

Approx.) - psi

48 - 54

48 - 54

48 - 54

48 - 54

48 - 54

48 - 54

48 - 54

48 - 54

42 - 48

48 - 54

•Partially open throttle until vacuum reads 10" Hg.

CHEVROLET CHASSIS SERVICE MANUAL

1967
SHIFT POINTS-POWERGLIDE

Chevrolet Models
(MPH)

Engine

Throttle

Position

Closed

"DefcenT

Touch

Full

Detent
L250 (Base)

3.36 Axle - 8.25

14 Tire

Up

13.5-16.8

40.8-50.0

49.5-56.9
Down

12.3-15.B

22.4-34.2

45.8-53.6
L250 (Base) Taxi

3.07 Axle- 8.15

15 Tire

Up

15.1-18.8

45.9-57.2

55.6-63.9
Down

13.8-17.7

24.7-38.0

51.2-60.0
L250 (Base) Police

3.31 Axle - 8.25

14 Tire

Up

13.7-17.0

41.5-51.7

50.2-57.7
Down

12.5-16.0

22.3-34.3

46.2-54.2
V283 (Base)

3.36 Axle - 8.25

14 Tire

Up

13.5-16.7

43.7-53.2

52.5-59.4
Down

12.4-15.8

15.3-23.1

49.2-56,5
V327 (L30)

3.08 Axle - 8.25

14 Tire

Up

15.0-18.5

53.8-65.1

65.8-73.5
Down

13.7-17.4

16.9-27.9

61.5-69.7
V327 (L30/K19)

3.08 Axle - 8.25

14 Tire

Up

15.0-18.5

53.8-65.1

65.8-73.5
Down

13.8-17.6

17.1-28.4

61.7-69.9
V396 (L35)

3.07 Axle - 8.25

14 Tire

Up .

15.1-18.6

54.0-65.3

66.0-73.8
Down

13.8-17.5

17.0-28.0

61.7-69.9

Chevelle Models (MPH)

Engine

Throttle

Position

Closed

"UHenf"

Touch

Full

Detent
L230 (L26)

3.08 Axle - 7.35

14 Tire

Up

14.0-17.4

42.3-52.8

51.3-59.0
Down

12.8-16.4

22.8-35.0

47.2-55.3
L250 (L22)

3.08 Axle- 7.35

14 Tire

Up

14.0-17.4

42.3-52.8

51.3-59.0
Down

12.8-16.4

23.3-35.4

47.5-55.6
V283 (Base)

3.08 Axle - 7.35

14 Tire

Up

14.0-17.4

45.3-55.2

54.4-61.5
Down

12.8-16.3

15.8-23.9

51.0-58.5
V327 (L30)

3.08 Axle - 7.35

14 Tire

Up

14.3-17.6

51.1-61.9

62.5-69.9
Down

13.0-16.6

16.1-26.5

58.5-66.2
V327 (L30/K19)

3.08 Axle - 7.35

14 Tire

Up

14.3-17.6

51.1-61.9

62.5-69.9
Down

13.2-16.7

16.2-27.0

58.7-66.4
V396 (L34)

3.31 Axle - F70

14 Tire

Up

13.9-17.1

56.7-68.8

70.7-78.5
Down

12.7-16.1

15.7-21.6

65.8-74.1
V396 (L35)

3.07 Axle - F70

14 Tire

Up

14.8-18.3

55.3-67.4

68.9-76.9
Down

13.5-17.2

16.7-20.8

64.1-72.6

Chevy II Models (MPH)

Engine

Throttle

Position

Closed

Detent

Touch

Full

Detent
L194 (Base) M35

3.08 Axle - 6.95

14 Tire

Up

13.1-16.9

39.8-49.8

48.2-55.6
Down

12.4-15.9

22.6-33.9

44.7-52.4
L194 (Base) C60

3.36 Axle - 6.95

14 Tire,

Up

12.4-15.5

36.5-45.6

44.2-51.0
Down

11.4-14.6

20.8-31.1

41.0-48.1
L250 (L22)

3.08 Axle - 6.95

14 Tire

Up

13.7-17.0

41.4-51.6

50.2-57.7
Down

12.5-16.0

22.8-34.7

46.4-54.4
V283 (Base)

Chevy II

3.08 Axle- 6.95

14 Tire

Up

13.8-17.1

46.1-56.0

55.3-62.5
Down

12.6-16.1

15.6-24.3

51.9-59.4
V283 (Base)

Super Sport

3.08 Axle - 6.95

14 Tire

Up

13.7-17.0

44.3-54.0

53.2-60.2
Down

12.5-16.0

15.5-23.4

49.9-57.3
V327 (L30)

3.08 Axle - 6.95

14 Tire

Up

14.0-17.2

50.0-60.5

61.1-68.3
Down

12.8-16.2

15.7-25.9

57.2-64.8
V327 (L3O/K19)

3.08 Axle - 6.95

14 Tire

Up ,

14.0-17.2

50.0-60.5

61.1-68.3
Down

12.9-16.3

15.9-26.4

57.4-65.0

Corvette Models
(MPH)
Comoro Models
(MPH)

Engine

Throttle

Position

Closed

Detent

Touch

Full

Detent
V327 (Hi. Perf.)

3.3*6
Axle - -7.75

15 Tire

Up

13.8-17.0

49.3-59.7

60.3-67.4
Down

12.6-16.0

15.5-25.5

56.4-63.9
V427 (L36)

3.36 Axle - 7.75

15 Tire

Up

13.8-17.0

55.7-66.9

68.1-75.6
Down

12.6-16.0

15.5-28.5

63.7-71.6
L230 (L26)

(M35
&
D55)

2.72 Axle - 7.35

14 Tire

Up

15.8-19.6

47.8-59.5

57.9-66.5
Down

14.4-18.5

25.7-39.5

53.2-62.4
L250 (L22)

(M35
&
D55)

2.73 Axle - 7.35

14 Tire

Up

15.8-19.6

47.8-59.5

57.9-66.9
Down

14.4-18.5

26.2-40.0

55.5-62.3
V327 (M35
&
D55)

2.73 Axle - 7.35

14 Tire

Up

16.1-19.9

57.7-69.8

70.5-78.8
Down

14.7-18.7

18.2-29.9

66.0-74.1
V327 (K19)

(M35
&
D55)

2.73 Axle - 7.35

14 Tire

Up

16.1-19.9

57.7-69.8

70.5-78.8
Down

14.8-18.8

18.3-30.4

66.7-74.9
V327 (Base) 28RL

2.73 Axle - 7.35

14 Tire

Up

16.9-18.3

56.7-63.4

68.4-71.9
Down

15.6-17.2

34.4-42.9

64.8-68.6

CLUTCH AND TRANSMISSIONS 7-36

TURBO HYDRA-MATIC TRANSMISSION

INDEX

Page

General Description . . , . 7-36

Maintenance and Adjustments . 7-37

Transmission Fluid 7-37

Fluid Level Indicator 7-37

Shift Control Linkage Adjustment ........... 7-37

Neutral Safety Switch Adjustment 7-37

Draining and Refilling Transmission . . . 7-37

Pressure Regulator Valve 7-38

Control Valve Body . 7-39

Governor ..'.... 7-40

Modulator and Modulator Valve 7-40

Parking Linkage . . 7-40
Page

Rear Seal -. 7-40

Other Service Operations . . 7-40

Transmission Replacement 7-40

Turbo Hydra-Matic Diagnosis Procedure. ......... 7-41

Sequence . ; ; 7-41

Oil Level and Condition Check 7-41

Manual Linkage 7-41

Oil Leaks .' 7-41

Case Porosity - Repair ................ 7-42

Oil Pressure Check 7-42

Transmission Shift Points 7-42

Special Tools 7-43

GENERAL DESCRIPTION

The Turbo Hydra-Matic transmission is a fully auto-

matic unit consisting primarily of a 3-element hydraulic

torque converter and a compound planetary gear set.

Three multiple-disc clutches, one sprag unit, one roller

clutch and two bands provide the friction elements re-

quired to obtain the desired function of the compound

planetary gear set.

The torque converter couples the engine to the plane-

tary gears through oil and provides hydraulic torque

multiplication when required. The compound planetary

gear set produces three forward speeds and reverse.

The
3-
element torque converter consists of a pump or

driving member, a turbine or driven member, and a

stator assembly. The stator is mounted on a one-way

roller clutch which will allow the stator to turn clock-

wise but not counter-clockwise.

The torque converter housing is filled with oil and

is attached to the engine crankshaft by a flex plate and

always rotates at engine speed. The converter pump is

an integral part of the converter housing, therefore the

pump blades, rotating at engine speed, set the oil within

the converter into motion and direct it to the turbine,

causing the turbine to rotate.

As the oil passes through the turbine it is traveling in

such a direction that if it were not re-directed by the

stator it would hit the rear of the converter pump blades

and impede its pumping action. So at low turbine speeds,

the oil is re-directed by the stator to the converter pump

in such a manner that it actually assists the converter

pump to deliver power or multiply engine torque.

As turbine speed increases, the direction of the oil

leaving the turbine changes and flows against the rear

side of the stator vanes in a clockwise direction. Since

the stator is now impeding the smooth flow of oil, its

roller clutch releases and it revolves freely on its shaft.

Once the stator becomes inactive, there is no further

multiplication of engine torque within the converter. At

this point, the converter is merely acting as a fluid

coupling as both the converter pump and turbine are

being driven at approximately the same speed - or at a

one-to-one ratio.

A hydraulic system pressurized by a gear type pump

provides the working pressure required to operate the

friction elements and automatic controls.

External control connections to transmission are:
Manual Linkage

Engine Vacuum

12 Volt Electrical

Signal
To select the desired op-

erating range.

To operate a vacuum mod-

ulator unit.

To operate an electrical

detent solenoid.

A vacuum modulator is used to automatically sense

any change in the torque input to the transmission. The

vacuum, modulator transmits this signal to the pressure

regulator for line pressure control, to the 1-2 accumula-

tor valve, and to the shift valves so that all torque re-

quirements of the transmission are met and smooth

shifts are obtained at all throttle openings.

The detent solenoid is activated by an alectric switch

on the carburetor. When the throttle is fully opened, the

switch on the carburetor is closed, activating the detent

solenoid and. causing the transmission to downshift at

speeds below approximately 70 MPH.

The selector quadrant has six selector positions: P,R,

N,D,
L2,L1.

P.
*
- Park position positively locks the output shaft to

the transmission case by means of a locking pawl

to prevent the vehicle from rolling in either di-

rection. The engine may be started in Park

position.

R. - Reverse enables the vehicle to be operated in a

reverse direction.

N.
- Neutral position enables the engine to be started

and run without driving the vehicle.

D,
- Drive Range is used for all normal driving condi-

tions and maximum economy. Drive Range has

three gear ratios, from the starting ratio to

direct drive. Detent downshifts are available by

depressing the accelerator to the floor.

L2.
- L2 Range has the same starting ratio as Drive

Range, but prevents the transmission from shift-

ing above second speed to retain second speed

acceleration when extra performance is desired.

L2 Range can also be used for engine braking.

L2 Range can be selected at any vehicle speed,

and the transmission will shift to second gear and

remain in second until the vehicle speed or the

throttle are changed to obtain first gear operation

in the same manner as in D Range.

CHIVROLET CHASSIS SERVICE MANUAL

CLUTCH AND TRANSMISSIONS 7-37

LI.
- LI Range can be selected at any vehicle speed,

and the transmission will shift to second gear

and remain in second until vehicle speed is re-

duced to approximately 40 MPH, .depending on

axle ratio. LI Range position prevents the trans-

mission from shifting out of first gear.
It is very important that any communication concerning

the Turbo Hydra-Matic always contain the transmission

serial number and that all transmission parts returned

to Chevrolet Motor Division always be tagged with the

transmission serial number.

MAINTENANCE AND ADJUSTMENTS

TRANSMISSION FLUID

Transmission fluid level should be checked with trans-

mission warm and selector lever in "P" Park position,

every time engine oil level is checked or as specified in

Section 0 when engine oil is changed.

CAUTION: Since the Turbo Hydra-Matic trans-

mission is very sensitive to oil level, special

precautions should be taken when checking the

oil level, to insure against an overfifE

Transmission fluid should be changed as specified in

Section 0.

FLUID LEVEL INDICATOR

The fluid level indicator is located in the filler pipe at

the right rear corner of the engine. To bring the fluid

level from the add mark to the full mark add 1 pint.

Fluid level should be to the full mark with transmission

at normal operating temperature. With cold fluid the

level should be at the add mark or slightly below.

SHIFT CONTROL LINKAGE ADJUSTMENT

Adjust linkage as shown below and in Figure 2.

1.
The shift tube and lever assembly must be free in the

mast jacket See Section 9 for alignment of steering

column assembly if necessary.

2.
To check for proper shift linkage adjustment, lift the

transmission selector lever towards the steering

wheel. Allow the selector lever to be positioned in

drive (D) by the transmission detent.

NOTE: Do not use the indicator pointer as a

reference to position the selector lever. When

performing linkage adjustment, pointer is ad-

justed last.

3.
Release the selector lever. The lever should be in-

hibited from engaging low range unless the lever is

lifted.

4.
Lift the selector lever towards the steering wheel,

and allow the lever to be positioned in neutral (N) by

the transmission detent.

5.
Release the selector lever. The lever should now be

inhibited from engaging reverse range unless the

lever is lifted.

6. A properly adjusted linkage will prevent the selector

lever from moving beyond both the neutral detent,

and the drive detent unless the lever is lifted to pass

over the mechanical stop in the steering column.

See schematic diagram.

7.
In the event that an adjustment is required, place the

selector lever in drive (D) position as determined by

the transmission detent. See Steps 2 and 3.

8. Loosen the adjustment swivel at the cross-shaft, and
rotate the transmission lever so that it contacts the

drive stop in the steering column.

9. Tighten the swivel and recheck the adjustment. See

Steps 2 and 6. -

l(h Readjust indicator needle if necessary to agree with

the transmission detent" positions. See Section 9.

11.
Readjust neutral safety switch if necessary to pro-

vide the correct relationship to the transmission de-

tent positions. See Section 12.

12.
When properly adjusted the following conditions must

be met by manual operation of the steering column

shift lever:

a. From reverse to drive position travel, the trans-

mission detent feel must be noted and related to

indicated position on dial.

b.
When in drive and reverse positions, pull lever

rearward (towards steering wheel) and then re-

lease. It must drop back into position with no

restrictions.

NEUTRAL SAFETY SWITCH ADJUSTMENT

The neutral safety switch must be adjusted so that the

car will start in the park or neutral position, but will not

start in the other positions. For replacement refer to

Section 12 of this Manual.

DRAINING AND REFILLING TRANSMISSION

Drain oil immediately after operation before it has had

an opportunity to cool.

To drain oil proceed as follows:

1.
Remove bottom pan attaching screws, pan, and gas-

ket.

2.
Remove oil strainer. Remove "O" ring seal from

pick-up pipe and discard.

3.
Discard strainer if dirty.

4.
Install new "O" ring seal on pick-up pipe and install

strainer and pipe assembly.

5.
Thoroughly clean bottom pan.

6.. Affix new gasket to bottom pan with petroleum jelly.

7.
Install bottom pan with attaching screws and torque

to specifications;

8. If only the pan has been removed, pour approximately

7-1/2 pints of fluid into the transmission. If the

valve body has also been removed use 9-1/2 pints.

After a complete overhaul approximately 19 pints

are required. Be sure container, spout, or funnel is

clean.

9. Start engine and let idle (carburetor off fast idle

step).
Place selector lever in P position and apply

hand brake.

10.
With transmission warm (approximately 150°F), add

fluid to bring level to full mark on indicator.

CAUTION: Do not overfill. Foaming will re-

sult.

CHEVROLET CHASSIS SERVICE MANUAL

CLUTCH AND TRANSMISSIONS 7-38

Fig.
IT - Gearshift- Controls (column) - Typical

PRESSURE REGULATOR VALVE

Removal

1.
Remove bottom pan and Strainer.

2.
Compress regulator boost valve bushing against

pressure regulator spring and remove snap ring,
using J-5403 pliers.

3.
Remove regulator boost valve bushing and valve.

4.
Remove pressure regulator spring.

5. Remove regulator valve, spring retainer, and spac-

er (s) if present.

CHEVROLET CHASSIS SERVICE

CLUTCH AND TRANSMISSIONS 7-39

LINKAGE ADJUSTMENT

1.
Set lever (D) & control lever (E) in "Drive" detent.

2.
Apply Forward load (Y) on lever (G) to Fully

seat lever (E) in "Drive".

3. Place a %4" spacer (H) between nut (A) & Swivel (J),

run nut (A) to spacer. Remove spacer & apply

rearward load (X) until lever (G) touches nut (A).

Tighten nut B.

4. Check shift pattern in all ranges, readjust

if required.
LEVER (E)

LEVER (D)

ACTUATING LEVER (G)
LOAD (Y)

SWIVEL (J)

NUT (A)

GROMMET

Fig.
2T - Gearshift Controls (console) - Typical

Installation

Installation of the pressure regulator valve is the re-

verse of the removal.

CONTROL VALVE BODY

Removal

1.
Remove bottom pan and strainer.
2.
Disconnect solenoid lead from connector terminal.

3.
Remove control valve body attaching screws and de-

tent roller spring assembly.

NOTE:
Do not remove solenoid attaching

screws.

4.
Remove control valve body assembly and governor

CHEVROLET CHASSIS SERVICE MANUAL

CLUTCH AND TRANSMISSIONS 7-40

pipes.
If
care
is
taken
in
removing control valve

body
the six (6)
check balls will stay
in
place above

the spacer plate.

CAUTION:
Do not
drop manual valve.

5. Remove
the
governor pipes
and
manual valve from

control valve body.

Installation

Installation
of the
control valve body
is the
reverse
of

the removal.

GOVERNOR

Removal
.

1.
Remove governor cover attaching screws, cover,
and

gasket.

2.
Discard gasket.

3.
Withdraw governor assembly from case.

Installation

Installation
of the
governor assembly
is the
reverse
of

the removal.
Use a new
gasket under
the
governor

cover.

MODULATOR AND MODULATOR VALVE

Removal

1.
Remove modulator assembly attaching screw
and

retainer.

2.
Remove modulator assembly from case. Discard

"O"
ring seal.

3.
Remove modulator valve from case.

Installation

Installation
of the
modulator assembly
and
modulator

valve
is the
reverse
of the
removal.
Use a new
"O" ring

seal
on the
modulator assembly.
PARKING LINKAGE

Removal

1.
Remove bottom
pan and oil
strainer.

2.
Unthread
jam nut
holding detent lever
to
manual

shaft.

3.
Remove manual shaft retaining
pin
from case.

4.
Remove manual shaft
and jam nut
from case.

NOTE:
DO NOT
remove manual shaft seal
un-

less replacement
is
required.

5. Remove parking actuator
rod and
detent lever
as-

sembly.

6. Remove parking pawl bracket attaching screws
and

bracket.

7. Remove parking pawl return spring.

NOTE:
The
following steps should
not be com-

pleted unless part replacement
is
required.

8. Remove parking pawl shaft retainer.

9.
Remove parking pawl shaft,
cup
plug, parking pawl

shaft, and parking pawl.

Installation

Installation
of the
parking linkage
is the
reverse
of the

removal.
Use new
seal
and cup
plug,
if
removed,
and

new bottom
pan
gasket.

REAR SEAL

Removal

1.
Remove propeller shaft.

2.
Pry
seal
out
with screw driver.

Installation

1.
Using Tool J-5154
or
J-21359 install
new
seal.

2.
Re-install propeller shaft.

OTHER SERVICE WITH TRANSMISSION IN VEHICLE

The following operations when done
as
single opera-

tions
and not as
part
of a
general overhaul should,
as a

practical matter,
be
performed with
the
transmission
in

the.
vehicle. Refer
to the
"Transmission Disassembly

and Reassembly" section
of the
Overhaul Manual
for

service procedures.

a. Oil
filler pipe
and
"O"
ring seal.

b.
Oil pan
and
gasket.

c. Down shift solenoid
or
connector.
d. Valve body spacer plate, gasket
and
check balls.

e. Front accumulator piston.

f.
Rear servo
and
rear accumulator assembly.

g.
Rear band apply checking with Tool J-21370.

Ji.
Front servo assembly.

i. Speedo driven gear.

j.
Case extension
or
gasket.

k.
Strainer
and
"O"
ring.

TRANSMISSION REPLACEMENT

Before raising
the car,
disconnect
the
battery
and re-

lease
the
parking brake.

1.
Remove propeller shaft.
8.

2.
Disconnect speedometer cable, electrical lead to case
9.

connector, vacuum line
at
modulator,
and oil
cooler
10.

pipes.

3.
Disconnect shift control linkage.

4.
Support transmission with suitable transmission jack.
11.

5. Disconnect rear mount from frame crossmember.

6. Remove
two
bolts
at
each
end of
frame crossmember
12.

and remove crossmember.

7. Remove
oil
cooler lines, vacuum modulator line,
speedo cable,
and
detent solenoid connector wire
at

transmission.

Remove converter under
pan.

Remove converter
to
flywheel bolts.

Loosen exhaust pipe
to
manifold bolts approximately

1/4
inch,
and
lower transmission until jack
is
barely

supporting
it.

Remove transmission
to
engine mounting bolts
and

remove
oil
filler tube
at
transmission.

Raise transmission
to its
normal position, support

engine with jack
and
slide transmission rearward

from engine
and
lower
it
away from vehicle.

CHEVROLET CHASSIS SERVICE MANUAL

CLUTCH AND TRANSMISSIONS 7-41

CAUTION: Use converter holding ToolJ-5384

when lowering transmission or keep rear of

transmission lower than front so as not to lose
converter.

The installation of the transmission is the reverse of

the removal.

TURBO HYDRA-MATIC DIAGNOSIS PROCEDURE

Accurate diagnosis of transmission problems begins

with a thorough understanding of normal transmission

operation. In particular, knowing which units are in-

volved in the various speeds or shifts so that the specific

units or circuits involved in the problem can be isolated

and investigated further. Analytical diagnosis will pro-

tect the technician from come backs and certainly will

improve owner satisfaction.

An important and often overlooked aspect of diagnosis

is finding out specifically what the customer is com-

plaining of. For this purpose a short ride with the cus-

tomer will often prove beneficial. It may be found that

the condition the customer wants corrected is standard

and should not be altered.

The following sequence, based on field experience, pro-

vides the desired information quickly and in most cases

actually corrects the malfunction without requiring the

removal of the transmission. Details of the items listed

in this sequence are covered further in the text.

SEQUENCE FOR TURBO HYDRA-MATIC

DIAGNOSIS PROCEDURE

1.
Check oil level and condition.

2.
Check and correct detent switch.

3.
Check and correct vacuum line and fittings.

4.
Check and correct manual linkage.

OIL LEVEL AND CONDITION CHECK

Always check the oil level before road testing. Oil

must be visible on dip stick prior to operating the ve-

hicle. Erratic shifting, pump noise, or other malfunc-

tions can in some cases be traced to improper oil level.

Oil level should be checked with the selector lever in

the Park (P) position, engine running, and the vehicle on

level pavement.

Fluid level should be to the FULL mark with the trans-

mission at normal operating temperature (170°-190°
F.).

With warm fluid (room temperature), the level should be

at or slightly below the ADD mark.

If oil level was low, refer to Oil Leaks.

The condition of the oil is often an indication of whether

the transmission should be removed from the vehicle, or

to make further tests. When checking oil level, a burned

smell and discoloration indicate burned clutches or bands

and the transmission will have to be removed.

MANUAL LINKAGE

Manual linkage adjustment and the associated neutral

safety switch are important from a safety standpoint

The neutral safety switch should be adjusted so that the

engine will start in the Park and Neutral positions only.

With the selector lever in the Park position, the park-

ing pawl should freely engage and prevent the vehicle

from rolling. The pointer on the indicator quadrant

should line up properly with the range indicators in all

ranges.
OIL LEAKS

Before attempting to correct an oil leak, the actual

source of the leak must be determined. In many cases,

the source of the leak can be deceiving due to "wind flow"

around the engine and transmission.

The suspected area should be wiped clean of all oil be-

fore inspecting for the source of the leak. Red dye is

used in the transmission oil at the assembly plant and

will indicate if the oil leak is from the transmission.

. The use of a "black light"* to identify the oil at the

source of leak is also helpful. Comparing the oil from

the leak to that on the engine or transmission dip stick

(when viewed by black light) will determine the source

of the leak.

Oil leaks around the engine and transmission are gen-

erally carried toward the rear of the car by the air

stream. For example, a transmission "oil filler tube to

case leak" will sometimes appear as a leak at the rear of

the transmission. In determining the source of an oil

leak it is most helpful to keep the engine running.

POSSIBLE POINTS OF OIL LEAKS

• 1. TRANSMISSION OIL PAN LEAK

a. Attaching bolts not correctly torqued.

b.
Improperly installed or damaged pan gasket.

c. Oil pan gasket mounting face not flat.

2.
REAR EXTENSION LEAK

a. Attaching bolts not correctly torqued.

b.
Rear seal assembly — damaged or improperly

installed.

c. Gasket seal — (extension to case) damaged or

improperly installed.

d. Porous casting.

3.
CASE LEAK

a. Filler pipe "O" ring seal damaged or missing;

misposition of filler pipe bracket to engine —

"loading" one side of
"O"
ring.

b.
Modulator assembly "O" ring seal
—
damaged or

improperly installed.

c. Governor cover, gasket and bolts — damaged,

loose; case face leak.

d. Speedo gear
—
"O" ring damaged.

e. Manual shaft seal — damaged, improperly in-

stalled.

f. line pressure tap plug — stripped, shy sealer

compound.

g. Parking pawl shaft cup plug
—
damaged, improp-

erly installed.

h. Vent pipe (refer to Item 5).

i. Porous case.

4.
FRONT END LEAK

a. Front seal - damaged (check converter neck for

nicks,
etc., also for pump bushing moved for-

ward);
garter spring missing from pump to con-

verter seaL

b.
Pump attaching bolts and seals
—
damaged, miss-

ing, bolts loose.

CHEVROLET a
SERVICE