tow CHEVROLET CAMARO 1967 1.G Chassis Manual PDF

STEERING 9-21

Fig.
43-Removing Shift Tube Using Shift Tube Remover J-22551

nut on tool. If the shift tube is not completely free

when tool is removed, complete removal by hand.

As shift tube is removed from automatic columns,

use care as lower shift lever is lowered through bot-

tom of mast jacket. Do not hammer or force shift

tube during removal from mast jacket.

23.
Remove lockplate (fig. 44) by sliding out of jacket

notches. Tip plate down toward bowl hub and slide

out from under top edge of jacket opening. Remove

wave washer.

24.
Remove bowl from mast jacket. Remove signal

switch and bearing housing if not previously

removed.

25.
On automatic column, remove shift lever spring from

bowl by winding spring up with pliers and pulling out.

26.
On automatic column, remove screws securing shift

stop plate to support, if necessary.

27.
Remove upper bearing from upper bearing housing, if

necessary.

Fig.
44—Lockplate Installed
28.
Remove lower bearing from lower bearing adapter,

if necessary.

29.
Service lock shoes, release springs, or shoe release

if necessary, as follows:

a. Drive the lock shoe retaining pin out of the hous-

ing using release lever pivot remover Tool

J-22635 (fig. 45, View A).

b.
Hold the shoe springs in compression by rocking

lock shoes in with a wedge to relieve the load on

the shoe release lever; drive out shoe release

lever pin using Tool J-22635 (fig. 45, View B).

Remove shoe release lever and release lever

spring.

c. Remove lock shoes and lock shoe springs.

30.
If necessary, remove seals from lower end of shift-

tube and discard seals.

31.
Unwrap mesh cover from jacket, if necessary.

Assembly-Tilt Column (Fig. 37)

1.
Apply a thin coating of lithium soap grease to all

friction surfaces.

2.
Assemble bearing housing components as follows:

NOTE:
With tilt lever opening on the left side,

shoes facing up, position the four slot shoe on

the left.

a. Place lock shoe springs and lock shoes in position

in bearing housing. Line up shoes for pin instal-

lation using Tool J-22635 (fig. 45). Install shoe

pin flush with housing face on shoe release lever

pin side.

b.
Hold the shoe springs in compression by rocking

lock shoes in. Insert pin through release lever

and install pin and lever.

3.
If lower bearing was removed, press lower bearing

into adapter.

4.
If upper bearing was removed, press upper bearing

into race on top of bearing housing.

5. On automatic columns, install stop plate on support

CHEVROLET CHASSIS SERVICE MANUAL

STEERING 9-22

Fig.
45—Removing Lock Shoe Retaining Pin Using Tool J-22635

with screws, if plate was removed during dis-

assembly.

On automatic columns, press a new shift lever spring

into bowl, if original spring was removed.

Insert the signal switch wire harness and connector

through the bearing housing and bowl. Retain the

housing and bowl together during remaining assem-

bly. (On columns where signal switch connector can

be inserted through bowl, it is not necessary to re-

Fig.
46—Installing Shift Tube Using Shift Tube

Installer Tool J-22549
tain bearing housing and bowl together.)

8. Slide bowl into top of mast jacket.

9. Place wave washer and lockplate into position. Work

lockplate into notches in jacket by tipping lockplate

toward bowl hub under the top edge of the jacket.

10.
If seals were removed from lower end of shift tube,

cement new seals into place.

11.
Carefully install shift tube in lower end of mast

jacket. On automatic columns, align key way in tube

with key in bowl. Complete installation of shift tube

using shift tube installer Tool J-22549 as shown in

Figure 46. Do not hammer or force tube when in-

stalling in jacket.

12.
Pull up on bowl to compress wave washer and install

thrust washer and shift tube retaining ring.

13.
Insert support into jacket by aligning "V" in support

with "V" notch in jacket. Insert mounting screws

through support into lockpiate and tighten screws.

14.
Align fingers of lower bearing adapter with holes in

jacket and pilot adapter over shift tube. Snap adapter

into place.

15.
Install back-up lamp/neutral start switch on column,

if so equipped, using the same mounting nuts re-

moved during disassembly. Install the switch loose-

ly, it is to be adjusted when column is installed in

the vehicle.

16.
Assemble the steering shaft as follows:

a. Clamp the lower portion of the steering shaft in a

vise with the socket facing upward.

b.
Apply front wheel bearing lube to the centering

spheres and the steering shaft sockets. Assemble

the spheres, with the wave washer in between, and

place the spheres in the upper shaft socket.

c. Turn the spheres so the lower shaft may be in-

stalled over the grooves.

NOTE: The locating marking on the end of the .

CHEVROLET CHASSIS SERVICE MANUAL

SECTION 10

WHEELS AND TIRES

INDEX

Page

General Description
10-1

Maintenance
and
Adjustments
.............. 10—1

Tires
10-1

Pressures . 10-1

Inspection 10-1

Wear 10-1

Rotation 10-4

Noise 10-4

Cleaning 10-4

Change (W/Wheels) 10-4

Wheels 10-5

Static Balancing (w/Tire) 10-5
Page

Dynamic Balancing (w/Tire) . 10-5

Run Out (w/o Tire) 10-5

Cleaning 10-5

Service Operations 10-5

Tires 10-5

Removal 10-5

Installation 10-5

Repair 10^6

Wheels . 10-6

Valve Assembly 10-6

Repair (Rim) 10-7

GENERAL DESCRIPTION

WHEELS

Chevrolet, Chevelle, Camaro, Chevy n, and Corvette

are base equipped with welded steel wheels. Five studs

with nuts fasten each wheel to the front hub or rear axle

flange. Disc brake equipped vehicles (except Chevrolet

and Corvette) require special 14 inch diameter wheels

with a revised design for clearance, Chevrolet disc brake

equipped vehicles have 15 in. diameter wheels as do all

Corvettes.

Chevrolet station wagons, Chevelle Super Sport 396,

Corvette and Camaro Super Sport 350 are base equipped

with 6 in. width wheels. All other vehicles have 5 in.

width wheels, except Chevy n 100, 300 and 500 Series

Sedans, which have 4 in. width wheels.

Do not install 6 inch width wheels or snow chains on

Chevrolets equipped with rear fender skirts.

TIRES

The factory installed tires on Chevrolet passenger

cars are selected to provide the best all around tire

performance for all normal operation. They are de-

signed to operate satisfactorily with loads up to and in-

cluding the specified full rated load capacity of the
automobile when inflated as recommended in the Vehicle

Capacity Rating and Recommended Tire Inflation Pres-

sures Table (see Specifications).

Optional Oversize and 8-Ply Rating Tires

{Chevrolet and Chevelle Only)

Oversize or 8-ply rating tires are not necessary on

passenger cars for normal requirements. However, an

extra margin of tire service is available when these

options are used at loads up to and including full rated

load.

Optional oversize 4-ply rating and/or 8-ply rating

tires are available on models as indicated in the Tire

Usage Chart (see Specifications). On some models (ex-

ample—Station Wagon), space limitations do not permit

the use of a larger size tire; hence, the 8-ply rating

tire is an available option.

In either case, these tires are applicable to extended

operation at or near full rated load or for trailer towing

when an extra margin of tire service is desired. How-

ever, use of a larger tire or an 8-ply rating tire should

not be construed as permitting an increase in the full

rated vehicle load (see Specifications).

MAINTENANCE AND ADJUSTMENTS

TIRES

Inflation Pressures

To ensure the proper tire inflation pressure for the

owners particular requirements follow the recommenda-

tions in the Vehicle Capacity Rating and Recommended

Tire Inflation Pressures Table (seeSpecifications). Keep

tires properly inflated, and check inflation pressures

periodically. This will ensure the best tire life and riding

comfort, over the full range of driving conditions.
Inspection

Every few thousand miles and at each lubrication, tires

should be checked for sharp objects or stones in the

tread. H tire is punctured, it should be repaired using

one of several repair kits available through tire manu-

facturers1 outlets.

Wear

Misalignment

This is wear due to excessive toe-in or toe-out. In

CHEVROLET CHASSIS SERVICE MANUAL

CHASSIS SHEET METAL 11-12

GENERAL DESCRIPTION

The sturdy front end structure is formed by three

welded assemblies, the left and right hand fender skirts

and the radiator support panel. These units are bolted

together and to the dash panel (fig.
16).

Fender skirts, containing spring towers and support

brackets for control arms, are welded to the reinforced

"closed hat section" side rails. The skirts and rails

are fastened at top and bottom to reinforced areas of the

dash panel. Each skirt and rail assembly is securely

mated ta the body with three bolts at the top, and at the

stub fr|.me butt plates with a four bolt series. Heavy

gauge, formed, reinforcing plates receive the top of the

fender skirt and provide a shimming surface for precise

alignment of front end and body when assembled.
The one-piece radiator support panel completes a box

section when welded to the front crossmember. The

panel is formed to add structural strength and rigidity.

This strong combination is bolted along the full length of

each forward vertical edge of the fender skirts and at

the stub frame ends. Additional strength is obtained from

rigid diagonal corner braces. These open hat section

braces, bolted to side rails and front crossmember,

provide mountings for the suspension tension struts.

Conventional front fenders, grille, bumper and brack-

ets all bolt on to the unit front end structure. The hood

is connected to the front end with hinges that are attached

to the fender skirts.

MAINTENANCE AND ADJUSTMENTS

" TO •/•"

Fig.
17 - Sheet Metd Adjustment - Chevy II

CHEVROLET CHASSIS SERVICE MANUAL

CHASSIS SHEET METAL 11-14

location is shimmed; thus keeping the fender mount-

ing bolts from crushing in the fender mounting

flange.

If shimming is done without the fenders being disas-
asembled, it is suggested that fender mounting bolts

rearward of radiator support be loosened while shims

are inserted and sheet metal fit is checked. Tighten

shimmed mounting bolts first, then all others.

COMPONENT PART REPLACEMENT

BATTERY TRAY (FIG. 21)

Removal

1.
Disconnect battery cables.

2.
Remove screw retaining battery hold down clamp.

3.
Remove battery from vehicle.

4.
Remove screws retaining tray assembly to fender

skirt and support, and remove tray from vehicle.

Installation

Reverse removal procedure.

RADIATOR SUPPORT (FIG. 22)

Removal

1.
Remove grille and related components (Section 13).

Remove battery tray as outlined in this section.

Remove shroud attaching screws and remove shroud

if vehicle is so equipped.

Remove horn relay, horns, voltage regulator, and

wiring harness from radiator support.

Remove shroud and radiator (Section 13)o

Remove screws attaching radiator support to frame,

skirts,
fenders.

Remove radiator support from vehicle (fig. 23).

Installation

1.
Position radiator support in vehicle; align mounting

screw and bolt holes with drift punch.

Install screws and bolts loosely until all are started,

then tighten.

3.
Complete installation following removal procedure in

reverse order. Refer to torque specifications at rear

of manual for correct torque values.

4.
Aim headlamps as outlined in Section 12.

FRONT FENDER ASSEMBLY

Removal

1*
Remove headlamp dooro

2.
Open hood and remove screws joining fender top
2.

Fig. 20 - Front Fender Shimming
Fig.
21 - Battery Tray

flange to skirt. Remove, and record number of

shims at first cap screw forward of windshield (fig.

24).

3.
Remove screw located on upper surface of headlamp

cavity.

4.
From under forward end of fender, remove screw

retaining fender to radiator support.

5.
From inboard side of rocker panel extension, remove

cap screw retaining fender to extension. Remove,

and record number of shims.

6. Separate headlamp filler panel from fender by re-

moving remaining screws.

7.
Remove fender from vehicle.

Installation

1.
Inspect condition of cowl-to-fender seal and replace,

if necessary, as shown in Figure 25.

2.
Install headlamp filler panel on fender.

3.
Position fender on vehicle. Note that eowl-to-fender

seal must be positioned so that outer edge points

toward front of vehicle. Align all mounting screw

and bolt holes with drift punch and install all screws

and bolts loosely. Do not tighten any screws or bolts

until all are started. Refer to removal rocedure

for screw and bolt locations.

4.
Replace shims taken out when fender was removed

from vehicle and continue as outlined under Main-

tenance and Adjustments—Fender Adjustment.

5.
Install headlamp door and cheek headlamp aiming

as outlined in Section 12.

CHEVROLET CHASSIS SERVICE MANUAL

ELECTRICAL-BODY AND CHASSIS 12-9

Fig.
15 - Headlamp Panel Actuating Motor Mounting (Corvette)'

HEADLAMP PANEL MOTOR-CORVETTE (Fig. 15)

Removal

1.
Raise hood and as a safety precaution install a bolt

through the hole in the hood support - secure bolt

with a nut.

2.
Remove positive lead from battery terminal.

3.
Disconnect motor lead wire and position it out of the

way.

4.
Turn the knurled knob at inboard end of motor until

the gear seems to turrj freely - turn the knob in one

direction until a definite drag is experienced, then

rotate knob approximately six complete turns in the

opposite direction.

NOTE:
The above step is necessary to produce

a no-load condition on the drive gear and to per-

mit separation of motor from the panel pivot

shaft.

5. Remove the retainer from groove in motor locating

stud then remove the motor-to-support retaining

screw and remove motor assembly from the vehicle.

Installation

1.
Rotate motor and headlamp panel as required to align

slot in motor with headlamp panel pivot shaft, and

install motor on shaft so that the bracket is aligned

with the locating stud.

NOTE:
It may be necessary to turn knurled

knob on end of motor to permit alignment of

motor with shaft.
Slide motor onto shaft until it seats against shaft

shoulder; then install retainer in groove on locating

stud.

Install motor-to-support retaining screw making

sure ground wire is installed between screw head and

bracket.

Connect motor lead wires, making sure that contacts

are clean and that connection is secure.

Connect positive lead battery terminal, remove bolt

from hood support, close hood and check operation of

headlamp panel.

HEADLAMP MOTOR REPLACEMENT-

CAMARO (Fig. 16)

1.
Disconnect battery ground cable and when working on

right headlamp unit, remove battery from vehicle to

gain access to housing retaining bolts.

2.
Remove bezel retaining screws and bezel.

3.
Remove headlamp cover retaining screws and cover

from door assembly.

4.
Manually open door assembly (push door toward cen-

ter of vehicle) and disconnect limit switch

connections.

5. Remove four screws retaining assembly to radiator

support (note location and number of shims, if any).

6. Rotate assembly toward center of vehicle until rear

of unit is exposed, then disconnect wiring connectors

at headlamp and motor assemblies.

7. Rotate assembly until headlamp is facing downward

and carefully remove the assembly from the vehicle

opening.

8. Remove nut attaching motor assembly to pivot arm.

9. Remove two nuts and bolts retaining motor assembly

to base plate and remove motor assembly.

CHEVROLET CHASSIS SERVICE MANUAL

ELECTRICAL-BODY AND CHASSIS 12-52

GEAR MECHANISM

NOT IN PARK

RELAY SWITCH ATTACHING SCREW

Fig.
81 -
Drive Gear not
in
Park Position

TERMINAL BOARD

1 2 3

RELAY LEADS (RED)

SOLDER TO NO. 1 TERMINAL

RELAY
COIL-RED

TAN-SOLDER TO

SAME RELAY SWITCH TERMINAL WITH RED COIL LEAD

BLACK WITH PINK STRIPE
ASSEMBLY

1.
If new field and case assembly is being installed,

splice the black and black with pink stripe leads of

the new field with the corresponding leads of the

wiper.

2.
Install the rubber thrust disc, steel thrust disc and

felt lubricating washer in the case assembly bearing

in the order indicated.

3.
Lubricate end of armature shaft that fits in case

bearing. Next, install thrust ball in end of shaft.

4.
Assemble armature in the case and field assembly.

5.
Position the partially assembled brush plate over the

armature shaft far enough to allow re-assembly of

the remaining brush in its brush holder;- then position

the brush plate assembly on the mounting tabs in the

position shown in Figure 78.

NOTE: Circuit breaker ground lead will not

reach circuit breaker terminal if brush plate is

positioned wrong.

6. Center the brush plate mounting holes over the

mounting tabs and bend the tabs toward the brush

holders as required to secure the brush plate in

position.

CAUTION: Be sure tabs are centered in brush

plate mounting holes.

7.
Remove brush retainer clips and resolder circuit

breaker ground lead to circuit breaker. Refer to

Figure

8. If new case and field assembly'is used, scribe a line

on it in the same location as the one scribed on the

old case. This will insure proper alignment of the

new case with the scribed line made on the housing

(Step
1
under Brush Plate Removal).

9. Position armature worm shaft inside the housing and,

using the scribed reference marks, line up as near

Fig.
82 - Relay Assembly Wiring
Fig.
83 -
Terminal Board Resistor

CHEVROLET CHASSIS SERVICE MANUAL

ACCESSORIES 15-3

CONTROLLED AIR SUPPLY

FROM REGULATOR
DIAPHRAGM

SPRING

METERING ROD

VARIABLE ORF1CE

ENGINE AAANIFOLD VACUUM

FROM REGULATOR VACUUM VALVE
BEAD CHAIN

VACUUM CHAMBER —*
MOUNTING SCREW

Fig.
4- Servo Unit

BRAKE RELEASE SWITCHES

Two brake release switches are employed in the Cruise

Master System. When the brake pedal is depressed, an

Electric Release Switch cuts off the voltage supplied to

the engagement switch, hence cuts off power to the Regu-

lator unit. The Regulator is then disengaged and requires

Engagement Switch operation to return it to operation.

A Vacuum Release Switch operates simultaneously with

the electric release switch whenever the brake pedal is

depressed. This switch opens a port to atmospheric

pressure which rapidly bleeds down the vacuum in the

Servo unit thereby returning the throttle to the idle

position.

SERVO UNIT

The Servo unit is a vacuum actuated, variable position

diaphragm assembly which operates the carburetor throt-

tle when the system is in operation (fig. 4). It is powered

by engine intake manifold vacuum and operates the throt-

tle linkage via a bead chain. The Servo has two ports on

the sealed side of the diaphragm housing: one is supplied

manifold vacuum, and the other is connected to a variable

air bleed in the Regulator Unit. The vacuum port is

located at the center of the unit and the air bleed port

is near the outer wall. When vacuum is applied to the
center port, atmospheric pressure moves the diaphragm

which pulls on the bead chain opening the carburetor

throttle. As the diaphragm moves, it positions a tapered

needle within an orifice in the vacuum port so that as the

diaphragm moves toward the port, the orifice becomes

smaller; and as it moves away from the port, the orifice

becomes larger.

The air bleed port serves to supply a variable quantity

of air to the diaphragm chamber which causes the dia-

phragm to attain a balanced state (between the force of

the atmospheric pressure to chamber pressure differ-

ential and the force of the diaphragm and throttle return

springs). In operation then, the following events occur:

Vacuum is applied to the center port and the diaphragm

moves toward the port. The tapered needle restricts

the vacuum port more and more as it moves into the

orifice. If no air was allowed to bleed into the chamber,

the diaphragm would move until it contacted the housing,

however, the Regulator meters bleed air into the chamber

and the diaphragm reaches a point at which the air is

bled out of the chamber through the vacuum port orifice

as fast as it enters the air bleed port. If the Regulator

begins to supply less bleed air, (vehicle speed decreas-

ing) the vacuum in the chamber increases and the dia-

phragm moves toward the vacuum port. In so doing, the

tapered needle closes the vacuum port orifice even more

CHEVROLET CHASSIS SERVICE MANUAL

driven disk is sandwiched between the magnetic disk and

a field plate. The field plate forms a returning path for

the magnetic field from the magnetic disk.

The gear drive for the magnetic disk is a 90 degree

nylon gear drive with the driven gear rotating both the

magnetic disK and the speedometer drive cable.

Vacuum Switch, Air Bleed and Filter, and Low

Limit Speed Switch

The end of the shaft from the speed sensing assembly

with the rubber drum extends into the air bleed metering

assembly. This rubber drum has a tang extending from

its surface which allows a set of points to close at a

specific car speed. When the car reaches about 20 mph,

the rubber drum has rotated far enough (moved by the

brass driven disk in the magnetic field) so that its tang

has allowed a spring loaded electrical point to contact

another point. These points are in series with the sole-

noid coil so that under 20 mph, no Regulator operation

is possible.

Surrounding the rubber drum is a "U" shaped spring

clip which is held spread away from the drum by the

nose or cam of the solenoid when the solenoid is in the

relaxed position. The rubber drum and this clip com-

prise the speed clutch of the regulator. When the sole-

noid is energized, the solenoid nose moves toward the

drum and releases the ends of the clip. The clip springs

inward and attaches itself by friction to the drum. Now,
ACCESSORIES 15-5

any change in car speed will rotate the drum and move

the "U" clip just as a speedometer moves its needle.

The top of the MUtf clip is attached to the air bleed valve.

The clip moves a sleeve which slides on the orifice

tube thereby covering and uncovering air ports in the

wall of the tube (the tube inner end is plugged) whenever

car speed changes from the speed at which the solenoid

was energized. The direction of drum rotation is such

that resulting bleed valve operation will cause the Servo

to decrease engine power if the car exceeds the preset

speed and increase engine power if car speed decreases.

The air which passes out the orifice tube enters the

Regulator through the openings in the solenoid housing,

passes through the oil wetted polyurethane filter, and then

enters the orifice tube ports.

When the solenoid is de-energized, the nose retracts

and cams the ends of the "U" clip outward so that it re-

leases the rubber drum.

The solenoid also operates a vacuum switch simul-

taneously with the clutching and declutching of the "U"

clip.
The vacuum switch supplies the Servo unit with

manifold vacuum. The solenoid operated vacuum valve

slides over two ports in the Regulator wall. One port

is connected to manifold vacuum and the other is con-

nected to the center port of the Servo unit. When the

solenoid is de-energized, the valve closes the manifold

vacuum port and opens the Servo port to the inside of

the regulator case. When the solenoid is energized, the

valve connects the Servo port to the manifold vacuum

AAAGNET

SPEED CUP

FIELD PLATE

HAIRSPRING
TO SPEEDOMETER

MAGNET HOUSING

ASSEMBLY
ORIFICE TUBE &

CONNECTOR ASSEM.
CONTROL

VALVE

CLUTCH

SPRING

LOW LIMIT

SPEED SWITCH

RUBBER

DRUM

VACUUM PORT

TO SERVO

INPUT CONNECTION

SOLENOID COIL

SOLENOID AND CLUTCH

HOUSING ASSEMBLY
VACUUM PORT

TO ENGINE

VACUUM VALVE

UNLOCKING CAM

•SOLENOID PLUNGER

AIR FILTER

SIDE VIEW SECTION

REGULATOR DISENGAGED
END VIEW SECTION

ENGAGED

Fig.
8 - Regulator-Cross Section '

CHEVROLET CHASSIS SERVICE MANUAL

ACCESSORIES
15-6

port thereby supplying vacuum to the Servo unit.

During system operation
the
following events occur:

1.
Car
speed below
20
mph—no function
of the
unit

because
the
rubber drum
has
not rotated
far
enough

to close
the
solenoid points.
No
energizing current

can flow through the solenoid coil.

2.
Car
speed above
20
mph—The tang
on the
rubber

drum
has
closed
the
solenoid points
and
current
is

flowing through
the 40 ohm
resistance wire
to the

solenoid coil. This current
is
not sufficient to "pull

in", the solenoid.

3.
Driver partially presses Engagement Switch—full

voltage flows through
the
solenoid
to
pull
it
into

operation. Solenoid
cam
tension
on the "U"
clip
is

released and the clip grips the rubber drum. Simul-

taneously the vacuum switch operates; applying man-

ifold vacuum
to the
Servo unit which tightens
the

throttle chain. When
the
driver releases pressure

from
the
accelerator pedal
the
unit will position the

throttle
to
maintain the speed
at
the time
of
solenoid
operation.

Driver releases
the
Engagement Switch—current

flows
to the
solenoid through
the 40
ohm wire and

since the solenoid is "pulled in", the reduced current

flow
is
sufficient to hold
it
in position.

The
car
begins
to
ascend
a
hill—car speed drops

slightly (very slightly) and the magnetic force on the

driven disk
of the
speed sensor
is
decreased.
The

disk rotates slightly
(as
would
a
speedometer shaft

because
of
hairspring tension) turning
the
rubber

drum. Since
the "U"
clip
is
gripping
the
drum,
it

moves
the
slide which COVERS
the air
bleed ports

more. With less air bleeding into the Servo, greater

vacuum exists
in it
and the diaphragm moves toward

the vacuum port opening
the
throttle wider.
The

tapered needle moves into the orifice further and the

diaphragm balances
in a
new position with the wider

throttle opening.
Car
speed
has
been maintained

automatically.

1.
Speedometer Cable

Adapter (From

Transmission)

2.
Gasket

3. Speedometer Cable

Adapter
(To

Speedometer)

4.
Adapter
and
Magnet

Housing

5. Rotating Magnet

6. Helical Ramp
7. Field Plate Adjusting

Pinion

8. Adjusting Pinion

Locating Spring

9. Brass Magnetically

Driven Disk

10.
Field Plate

11.
Hair Spring

12.
Hair Spring Keeper

13.
Rubber Drum

Tang
14.
Rubber Drum

1$.
"U"
Shaped Clutch

Spring

16.
Air
Bleed Sleeve

17.
Orifice Tube

18.
Orifice

19.
Orifice Tube Locknut

20.
Clutch
and
Solenoid

Housing

21.
Vacuum Supply Port

(To Servo)
22.
Vacuum Port (To

Intake Manifold)

23.
Vacuum Valve Slide

24.
Solenoid Coil

25.
Solenoid Plunger

Return Spring

26.
Solenoid Cover Gasket

27.
Air Filter

28.
Solenoid Cover

29.
Air Inlets

Fig.
9-
Regulator
-
Exploded

CHEVROLET CHASSIS SERVICE MANUAL