battery capacity CHEVROLET CAMARO 1967 1.G Chassis Workshop Manual

LUBRICATION 0-13

LUBRICATION

INDEX

Page

Engine Crankcase Oil . 0-13

Crankcase Capacities. . 0-13

Lubrication . ,
•
o-13

SAE Viscosity Oils 0-13

Types of Oils 0-14

Maintaining Oil Level 0-14

Oil and Filter Change Intervals 0-14

Oil.
. . ...:.. 0-14

Filter o-14

Crankcase Dilution . 0-14

Automatic Control Devices to Minimize

Crankcase Dilution 0-14

Crankcase Breather Cap 0-14

Crankcase Ventilation System 0-15

Valve Type 0-15

Fuel Filter 0-15

Air Cleaner . 0-15

Polyurethane Type 0-15

Oil Wetted Paper Element Type 0-15

Battery Terminal Washers 0-15
Page

Distributor 0-15

Rear Axle and 3-Speed and Overdrive

4-Speed Transmission 0-15

Recommended Lubricants 0-15

Multi-Purpose Gear Lubricants 0-15

Lubricant Additions 0-15

Lubricant Changes 0-15

Powerglide Transmission 0-15

Turbo Hydra-Matic 0-16

Front Wheel Bearings 0-16

Manual Steering Gear . . . . 0-16

Power Steering 0-16

Air Conditioning 0-16

Brake Master Cylinder. 0-16

Parking Brake 0-16

Clutch Cross-Shaft , 0-16

Chassis Lubrication 0-16

Lubrication Diagrams . . 0-19

Body Lubrication (Chevrolet, Chevelle, Chevy n, Camaro). 0-20

Body Lubrication Points (Corvette) . 0-21

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.

ENGINE CRANKCASE OIL

Crankcase Capacity

4 Cylinder 4 qt.

6 Cylinder 4 qt.

8 Cylinder (283) 4 qt.

8 Cylinder (327) 4 qt.

8 Cylinder (350) 4 qt.

8 Cylinder (396) 4 qt.

8 Cylinder (427) Chevrolet 4 qt.

8 Cylinder (427) Corvette 5 qt.

For 4 Cyl. Add .5 qt. with filter change;

1 qt. for 6 and 8 Cyl. engines.

Lubrication

Crankcase oil should be selected to give the best per-

formance 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 tempera-

ture likely to be encountered, should be used.

When the crankcase is drained and refilled, the crank-

case oil should be selected, not on the basis of the exist-

ing 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 of the anticipated temperature, dif-

ficulty in starting will be experienced at each sudden

drop in temperature.
SAE Viscosity Oils

SAE 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 SAE Viscosity Numbers, such as SAE 5W

and SAE 10W which represent the light body oils, are

recommended for use during cold weather to provide

easy starting and instant lubrication. The higher SAE

Viscosity Numbers such as SAE 20 and SAE 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 SAE Viscosity

Number with the warm weather operating characteristics

of the higher SAE Viscosity Number. These are termed

"multi-viscosity oils," SAE 5-10W, SAE 5W-20, SAE

10W-20W, and SAE 10W-30.

The following chart will serve as a guide for the

selection of the correct SAE Viscosity Number for use

under different atmospheric temperature ranges, and

suggests the appropriate SAE Viscosity Numbers when

multi-viscosity oils are used.

Lowest Anticipated

Temperature

During Time

Oil Will Be

in Crankcase

32°F.

0°F.

Below 0°F.
Recommended

SAE Viscosity

Oils

SAE 20 or 20W

SAE 10W

SAE 5W
Recommended

SAE

Multi-

Viscosity

Oils

SAE 10W-30 .

SAE 10W-30

SAE 5W-20

SAE 30 or 10W-30 is recommended when most of the

driving is at high speeds and/or at temperatures above

90
°F.

CHEVROLET CHASSIS SERVICE MANUAL

ENGINE-EIECTRICAI 6Y-3

PERIODIC SERVICING

Since the Battery is a perishable item which requires

periodic servicing, a good maintenance program will

insure the longest possible Battery life.

COMMON CAUSES OF FAILURE

If the Battery tests good but fails to perform satis-

factorily in service for no apparent reason, the following

are some of the more important factors that may point to

the cause of the trouble.

1.
Vehicle accessories inadvertently left on overnight to

cause a discharged condition.

2.
Slow speed driving of short duration, to cause an

3.
undercharged condition.

A vehicle

capacity.
electrical load exceeding the generator

4.
Defect in the charging system such as high resist-

ance, slipping fan belt, faulty generator or voltage

regulator.

5. Battery abuse, including failure to keep the Battery

top clean, cable clamps and posts clean and tight,

and improper addition of water to the cells.

LEVEL INDICATOR

The Battery features an electrolyte level indicator,

which is a specially designed vent plug with a transparent

rod extending through the center (fig. 5b). When the elec-

trolyte is at the proper level, the lower tip of the rod is

immersed, and the exposed top of the rod will appear

very dark; when the level falls below the tip of the rod,

the top will glow. ,

The Indicator reveals at a glance if water is needed,

without the necessity of removing the vent plugs (fig. 6b).

The Level Indicator is used in only one cell (second

cell cap from positive Battery post) because when the

electrolyte level is low in one cell, it is normally low in

all cells. Thus when the Indicator shows water is needed,

check the level in all six cells.

An alternate method of checking the electrolyte level is

to remove the vent plug and visually observe the electro-

lyte level in the vent well. The bottom of the vent well

features a split vent which will cause the surface of the

electrolyte to appear distorted when it makes contact.

The electrolyte level is. correct when the distortion first

appears at the bottom of the split vent (fig. 4b).

ELECTROLYTE LEVEL

The electrolyte level in the Battery should be checked

regularly. In hot weather, particularly during trip driv-

ing, checking should be more frequent because of more

rapid loss of water. If the electrolyte level is found to be

low, then colorless, odorless, drinking water should be

added to each cell until the liquid level rises to the split

vent located in the bottom of the vent well. DO NOT

OVERFILL because this will cause loss of electrolyte

resulting in poor performance, short life, and excessive

corrosion.

CAUTION: During service only water should be

added to the Battery, not electrolyte.

The liquid level in the cells should never be allowed to

drop below the top of the plates, as the portion of the
INDICATOR

ELECTROLYTE LEVEL

CORRECT

Fig.
5b—Cut-Away View Showing Electrolyte at Proper Level

with Indicator Having Dark Appearance

plates exposed to air may be permanently damaged with a

resulting loss in performance.

WATER USAGE

Excessive usage of water indicates the Battery is being

overcharged. The most common causes of overcharge

are high Battery operating temperatures, too high a volt-

age regulator setting, poor regulator ground wire con-

nection. Normal Battery water usage is approximately

one to two ounces per month per battery.

INDICATOR

Fig.
6b—Cut-Away View Showing Electrolyte at Low Level

with Indicator Having Light Appearance

CHASSIS SBtVKZ MANUAL

ENGINE-ELECTRICAL
6Y-4

CLEANING

The external condition of the Battery should be checked

periodically for damage or for the presence of dirt and

corrosion. The top of the Battery should be kept clean.

An accumulation of acid film and dirt may permit current

to flow between the terminals, which will slowly dis-

charge the Battery. For best results when cleaning the

top of Batteries, wash first with a diluted ammonia or a

soda solution to neutralize any acid present; then flush

with clean water. Care must be taken to keep vent plugs

tight, so that the neutralizing solution does not enter the

cells.

CABLES

To insure good electrical contact, the cables should be

clean and tight on the Energizer posts. If the posts or

cable terminals are corroded, the cables should be dis-

connected and the terminals and clamps cleaned sepa-

rately with a soda solution and a wire brush. After

cleaning and installing clamps, apply a thin coating of

petroleum jelly on the cable clamps to retard corrosion.

CARRIER
AND
HOLD-DOWN

The Battery carrier and hold-down should be clean and

free from corrosion before installing the Battery. The

carrier should be in a sound mechanical condition so that

it will support the Battery securely and keep it level.

To prevent the Battery from shaking in its carrier,

the hold-down bolts should be tight (60-80 in. lbs.). How-

ever, the bolts should not be tightened to the point where

the Battery case or cover will be placed under a severe

strain.

BATTERY SAFETY PRECAUTIONS

When Batteries are being charged, an explosive gas

mixture forms in each cell. Part of this gas escapes

through the holes in the vent plugs and may form an

explosive atmosphere around the Battery itself if ventila-

tion is poor. This explosive gas may remain in or around

the Battery for several hours after it has been charged.

Sparks or flames can ignite this gas causing an internal

explosion which may shatter the Battery.

The following precautions should be observed to pre-

vent an explosion:

1.
Do not smoke near Batteries being charged or which

have been very recently charged.

2.
Do not break live circuits at the terminals- of Batr

teries because a spark usually occurs at the point

where a live circuit is broken. Care must always be

taken when connecting or disconnecting booster leads

or cable clamps on fast chargers. Poor connections

are a common cause of electrical arcs which cause

BATTERY CHARGING PROCEDURES

There are three methods of recharging Batteries.

They differ basically in the length of time the Battery is

charged and the rate at which charging current is sup-

plied. One is the Slow Charge method, the second is the

Fast Charge method, and the third is the Emergency

Boost Charge method.

Before recharging a Battery by any method, the elec-

trolyte level must be checked and adjusted if necessary.
SLOW CHARGING

The Slow Charge method supplies the Battery with a

relatively low current flow for a relatively long period of

time. This is the only method that will bring the Battery

to a full state of charge.

The Slow Charge method consists of charging at

approximately a 4 ampere rate for 24 hours or more if

necessary to bring the Battery to full charge. A fully

charged condition is reached when the cells are gassing

freely and three corrected specific gravity readings

taken at hourly intervals show no increase.

FAST CHARGING

The Fast Charge method supplies current to the Bat-

tery at a 40 to 50 ampere rate for a 1 1/2 hour period of

time. If the electrolyte temperature reaches 125°F before

the 1 1/2 hour period is completed, the Battery must be

taken off charge temporarily, or the charging rate

reduced to avoid damage to the Battery.

Although a Battery cannot be brought to a fully charged

condition during Fast Charge, it can be substantially

recharged or "boosted". In order to bring the Battery to

a fully charged condition, the charging cycle must be

finished by the Slow Charge method.

EMERGENCY BOOST CHARGING

In cases where the Battery is not sufficiently charged

to crank the engine, an emergency boost charge may be

applied as a temporary expedient in order to crank the

engine. The Emergency Boost Charge method consists of

charging at a 40 to 50 ampere rate for a period of one-

half hour.

It should be particularly noted that the Emergency

Boost Charge will not necessarily restore the Battery to

a useful state of. charge for continued service. After an

emergency boost charge, failure to charge the Battery

further, either by a long uninterrupted driving period or

by the Fast Charge or Slow Charge method, may result

in failure to crank the engine the next time cranking is

attempted. A Battery should never be condemned on the

basis of failure to crank the engine after an emergency

boost charge. Although an emergency boost charge may

put enough energy into the Battery to crank the engine

once, further charging usually is necessary in order to

create a sufficient reserve to crank a second and third

time.

12
VOLT BATTERY SUGGESTED

CHARGING RATES

(100 Amp/hr or Less Capacity)

TYPE OF

CHARGE

Boost Charge for

Light Load Test

Slow Charge

Fast Charge

Quick Boost .

Dry Charge

Warm-up Boost
LENGTH

OF TIME

20 Minutes

24 Hours

1-1/2 Hours

30 Minutes

10 Minutes
CHARGING

RATE

50 Amps

4 Amps

40-50 Amps

40-50 Amps

15 Amps

CHEVROLET CHASSIS SERVICE MANUAL

ENGINE-ELECTRICAL 6Y-9

63 AMP 1

MODELS ONLY'
BATTERY FUSIBLE

LINK
HORN

FUSIBLE LINK'
TRANSISTOR
FUSIBLE LINK'

Fig.
4c— Circuitry - Voltage Regulator Assemblies (Corvette)

Engine compartment wiring harness incorporates sev-

eral fusible links. Each link is identified with its gage

size. A fusible link is a length of special wire (normally

four wire gages smaller than the circuit it is protecting)

used in wiring circuits that are not normally fused, such

as the ignition circuit. The same size wire with a hypalon

insulation must be used when replacing a fusible link.

The links are:

1.
The pigtail lead at the battery positive cable (except

Corvette) is a 14 gage, brown fusible link protecting

the 10 gage battery charging circuit. This wire is an

integral part of the battery cable assembly and serv-

icing requires replacing the complete battery cable

assembly. On Corvette models this link is installed

as a molded splice at the solenoid "Bat" terminal

and servicing requires splicing in a new link.

2.
A 16 gage black fusible link is located at the horn
4.
relay to protect all unfused wiring of 12 gage or

larger. It is installed as a molded splice and serv-

icing requires splicing in a new link.

The generator warning light and field circuitry (16

gage wire) is protected by a fusible link (20 gage

orange wire) used in the "battery feed to voltage

regulator #3 terminal" wire. The link is installed as

a molded splice in the generator and forward lamp

harness and is serviced by splicing in a new 20 gage

wire as required.

The ammeter circuit on all models is protected by

two orange, 20 gage wire fusible links installed as

molded splices in the circuit at the junction block or

the solenoid "Bat" terminal (Corvette only) and at

the horn relay. Each link is serviced by splicing in a

new 20 gage wire as required.

MAINTENANCE AND ADJUSTMENTS

At regular intervals, inspect the terminals for cor-

rosion an4 loose connections, and the wiring for frayed

insulation. Check mounting bolts for tightness. Check the

drive belt for alignment, proper tension and wear. Be-

cause of the higher inertia and load capacity of the rotor

used in A.C. generators, PROPER BELT TENSION is

more critical than on D.C. generators.

Since the Delcotron and its companion regulator are

designed for use on negative polarity systems only, the

following precautions must be observed. Failure to ob-

serve these precautions may result in serious damage to

the charging system.

1.
When installing a battery, always make absolutely

sure the ground polarity of the battery, generator and

regulator is the same.

2.
When connecting a booster battery, make certain to

connect the correct battery terminals together.

3.
When connecting a charger to the battery, connect the

correct charger leads to the battery
%
terminals.

4.
Never operate the generator on an uncontrolled open
TO SOLENOID

BAT ACC RES. WIRE

Fig.
5c—Typical Wiring Diagram Showing Lead Connections

CHEVROLET CHASSIS SERVICE MANUAL