compression ratio CHEVROLET CAMARO 1967 1.G Chassis Workshop Manual

FRONT SUSPENSION 3-15

4.
Insert Spring Compressor J-
6874-
4-
5 with Adapters

J-6874-8-9 into upp^r spring tower so that lower

MU"
bolt fits into shock absorber mounting holes in

spring seat (fig. 23). Secure the two lower studs to

the spring seat with nuts.

5.
Fit the tool upper pilot to top of spring and compress

spring by tightening upper nut (fig. 24). Compress

spring until screw is bottomed out.

6. Remove lower spring seat retaining nuts, lift spring

and seat assembly from control arm and guide it

down and out through fender skirt (fig. 25).

Spring Seat Replacement (Fig. 26)

1.
Release spring tension and disconnect spring com-

pressor from spring seat.

2.
Install new spring seat to spring compressor.

Installation

1.
If spring is to be replaced, install new spring into

tool and compress spring until screw is bottomed

out.

NOTE: Spring coil ends must be against spring

stops in upper and lower seats.

2.
Lift spring and tool assembly into place and position

so that the upper spring stop is inboard.

NOTE: Locating tab on upper spring seat may

be flattened before reinstalling spring.

3.
Install lower spring seat to control arm and torque

nuts as shown in the Specifications.

4.
Loosen spring compressor until spring is properly

seated in upper spring tower and remove.

5.
Install shock abosrber as outlined under Shock Ab-

sorber—Installation in this section.

Corvette

Removal

1.
With car on suitable hoist or jack, (support vehicle

by frame so control arms may swing free) remove

wheel and tire assembly, stabilizer bar and shock

absorber. Loosen the lower ball joint to steering

knuckle nut, and the' two lower control arm cross

shaft bushing bolts.

2.
Place Tool J-6874-1 across top of sixth coil (ap-

prox.),
then loosely secure Tool J-6874-2 to the up-

per shoe, with attaching capscrews and lock washers.

The upper shoe "V" notch and lower shoe raised land

should contact spring.

3.
Insert Tool J-6874 up through center of spring and

attach to upper and lower shoe assembly.

4.
Position spacers under shock absorber mounting hole

and against bottom of lower control arm. Install

special bearing washer and Tool J-6874-5. Locate

bearing against spacer and large washer against

bearing. Feed screw up through large washer bear-

ing and spacer and thread into Tool J-6874 and

tighten snugly (fig. 22).

5.
Center shoe assembly on spring and tighten screw

until a very slight compression is placed on spring

(fig. '22). Then firmly tighten down the two cap-

screws securing the upper and lower shoes to lock

these shoes to spring.

6. Turn head of screw until spring is compressed just

enough to clear the spring tower, then remove the

lower ball joint to steering knuckle nut (fig. 22).
NOTE: It may be necessary to assist the

spring out of the spring tower with a pry bar or

a similar tool.

7.
Disconnect the lower ball joint from the steering

knuckle and lower the control arm with the com-

pressed spring. Immediately release compression

on spring by backing off long screw. Release spring

and tool and withdraw spring.

CAUTION: The spring force under compres-

sion is very large. Exercise every safety pre-

caution when performing this operation to see

that individuals and materials subject to damage

are removed from the path of the spring when

the control arm is being lowered. Also, the

compressed spring
be relaxed immedi-

ately after lowering the control arm to reduce

the time of exposure to the large compressive

force.

Installation

1.
Position spring with closely coiled end up. Place

Tool J-6874-1 across the top of the sixth coil (ap-

prox.) then loosely secure Tool J-6874-2 to the

upper shoe with attaching capscrews and lock wash-

ers.
The upper shoe MV" notch and lower shoe

raised land should contact spring.

2.
Insert Tool J-6874 up through center of spring and

attach to upper and lower shoe assembly with bolt

and nut.

3.
Set spring in its seat on the lower control arm.

4.
Position spacers centrally under shock absorber

mounting hole and against bottom of lower control

arm. Install bearing, large washer and Tool

J-6874-5.
Locate bearing against spacer and large

washer against bearing. Feed the screw up through

large washer, bearing and spacer and thread into

yoke rod. Tighten snugly, but do not start to draw

down yet

5.
Center the shoe assembly on the spring and tighten

the lag screw until a very slight compression is

placed on spring, then firmly tighten down the two

capscrews securing the upper and lower shoes. This

will lock the shoes to the coil spring.

6. Turn head of screw until spring is compressed just

enough to clear the spring tower.

NOTE: It may be necessary to assist the

spring into the spring tower with a pry bar or

similar tool.

7.
Immediately install the lower ball joint into steering

knuckle and secure in place with attaching nut.

8. Release compression on spring and at the same time

use a drift to guide the coil spring into its proper

seat. End of coils must be 3/8" from coil stops in

spring seat.

9. Tighten the lower ball joint to steering knuckle nut

and lock with cotter key.

10.
Install shock absorber and stabilizer bar.

11.
Install wheel, tire and drum assembly.

12.
Remove car from hoist or jack stands.

13.
Tighten the two lower control cross shaft bushing

bolts to 45-55 lbs. ft. torque.

NOTE: If a suitable adjustable jack-stand is

CHEVROLET CHASSIS SERVICE MANUAL

BRAKES 5-7

LATCH PLATE

DIE BLOCK

TUBE
UPSET FLARE PUNCH

RAM GUIDE

STOP PLATE

Fig.
13—Flaring Operation--Position ing Tubing

2.
Remove the tubing from the die block and deburr

the inside and outside edges.

3.
Install compression couplings on tubing and dip end

of tubing to be flared in hydraulic fluid. This lubri-

cation results in better formation of the flare.

4.
Place on-half of the die blocks in the tool body with

the counterbored ends toward the ram guide. Now

lay the tubing in the block with approximately 1/2"

protruding beyond the end.

Fit the other half of the block into the tool body,

close the latch plate and tighten the nuts "finger

tight".

5. Select the correct size upset flare punch. One end

of this punch is counterbored or hollowed out to

gauge the amount of tubing necessary to form a

double lap flare. Slip the punch into the tool body

with the gauge end toward the die blocks. Install the

ram; then tap lightly until the punch meets the die

, blocks and they are forced securely against the

stop plate (fig. 13).

6. Using the supplied wrench, draw the latch plate

nut down tight to prevent the tube from slipping.

Tightening the nuts alternately (beginning with the

nut at the closed hole in the plate) will prevent

distortion of the plate. Remove the punch and the

ram. Now reverse the punch and put it back into the

tool body. Install the ram and tap it lightly until

the face of the upset flare punch contacts the face

of the die blocks (fig. 14). This completes the

first operation. Remove the ram and the punch.

7. To complete the flare, insert the pointed finish

flare punch and the ram into the tool body. Tap

the ram until a good seat is formed (fig. 15).

NOTE:
The seat should be inspected at inter-

vals during the finishing operation to avoid

over-seating.

LATCH

DIE BLOCK

TUBE
UPSET FLARE PUNCH
RAM GUIDE

RAM
1ST OPERATION

UPSET FLARE

PUNCH
2ND OPERATION

FINISH FLARE

PUNCH

Fig.
15—Flaring Operation—First and Second Flare

BRAKE ADJUSTMENT

Service Brake

Although the brakes are self-adjusting, a preliminary

or initial adjustment may be necessary after the brakes

have been relined or replaced, or whenever the length

of the adjusting screw has been changed. The final

adjustment is made by using the self-adjusting feature.

1.
With brake drum off, disengage the actuator from

the star wheel and rotate the star wheel by spinning

or turning with a small screw driver.

2.
Recommended

a. Use special Tool J-21177; Drum-to-Brake Shoe

Clearance Gauge, to check the diameter of the

brake drum inner surface (fig. 16).

Fig.
14—Flaring Operation—First Flare
Fig.
16—Using Drum-to-Brake Shoe Clearance

Gauge Tool J-21177

CHEVROLET CHASSIS SERVICE MANUAL

SECTION 6

ENGINE

CONTENTS
OF
THIS SECTION

Page

Engine Tune Up
6-1
Torque Sequence

Engine Mechanical
(In
Line)
6-12
Special Tools
. .

Engine Mechanical (V8)
6-24
Page

6-39

6-40

ENGINE TUNE UP

INDEX

Page

General Description
. 6-1

Mechanical Checks and Adjustments
6-1

Spark Plug Removal
6-1

Test Compression
6-1

Service and Install Spark Plugs
6-2

Service Ignition System
6-3

Service Battery
and
Battery Cables
6-5

Service Delcotron
and
Regulator
6-5

Service
Fan
Belt
6-5

Service Manifold Heat Valve
6-5

Tighten Manifold
6-5

Service Fuel Lines
and
Fuel Filter ..........
6-6

Service Cooling System
6-6

Check and Adjust Accelerator Linkage
6-6

Service Crankcase Ventilation
6-6

Service
Air
Injection Reactor System
6-6

Choke Adjustment
6-7
Page

Instrument Cheek-Out
6-7

Instrument Hook-Up.
. 6*7

Check and Adjust Dwell
6-7

Check Dwell Variation
6-7

Check and Adjust Timing
6-8

Adjust Idle Speed
and
Mixture
6-8

Additional Checks and Adjustments
. 6-8

Testing Crankcase Ventilation Valve
. 6-8

Testing Cranking Voltage
6-8

Cylinder Balance Test
. 6-8

Battery
6-8

Ignition
; 6-8

Carburetor
6-11

Fuel Pump
6-11

Cooling System
. 6-11

Cylinder Head Torque and Valve Adjustment
..... 6-11

GENERAL DESCRIPTION

The engine tune up
is
important
to the
modern automo-

tive engine with
its
vastly improved power and perform-

ance.
The
higher compression ratios, improved electri-

cal systems
and
other advances
in
design, make today1 s

engines more sensitive
and
have
a
decided effect
on

power, performance and fuel consumption.

It
is
seldom advisable
to
attempt
a
tune up
by
correc-

tion
of one or two
items only. Time will normally
be

saved
and
more lasting results assured
if the
technician

will follow
a
definite
and
thorough procedure
of
analysis

and correction
of all
items affecting power, performance

and economy.

The tune
up
will
be
performed
in
two parts.
The
first

part will consist
of
visual and mechanical checks and
ad-

justments;
the
second part will consist
of
an instrument

checkout that
can be
performed with
any one of the
units
of service equipment available
for
this purpose. Always

follow
the
instructions provided
by the
manufacturer
of

the particular equipment
to be
used.

Additional checks
and
adjustments
are
included
in the

latter part
of
this section
for use as
required. Many
of

these operations
can be
used
to
isolate and correct trou-

ble located during
the
tune up. Where conditions
are
UB-

covered requiring major corrective action, refer
to the

appropriate section
of
this manual
or the
Passenger

Chassis Overhaul Manual
for
detailed service informa-

tion.

Typical illustrations
and
procedures
are
used except

where specific illustrations
or
procedures
are
necessary

to clarify
the
operation. Illustrations showing bench
op-

erations
are
used
for
clarification however
all
operations

can
be
performed
on the
vehicle.

MECHANICAL CHECKS
AND
ADJUSTMENTS

Spark Plug Removal

Remove any foreign matter from around spark plugs
by

blowing
out
with compressed
air,
then disconnect wires

and remove plugs.

Test Compression
(Fig. 1)

The compression check
is
important because
an
engine

with
low or
uneven compression cannot
be
tuned success-
fully.
It is
essential that improper compression
be cor-

rected before proceeding with
the
engine tune
up.

1.
Remove
air
cleaner
and
block throttle
and
choke
in

wide open position.

2.
Hook
up
starter remote control cable
and
insert

compression gauge firmly
in
spark plug port.

CAUTION: Whenever
the
engine
is
cranked

CHEVROLET
C*
IS SERVICE MANUAL

ACCESSORIES 15-11

12 VOLTS D.C.
ELECTRIC BRAKE

RELEASE

IGNITION

SWITCH

ENGINE

VACUUM

TRANSDUCER

Fig.
11 - Vacuum and Electrical Diagram

AUTOMATIC LEVEL CONTROL

INDEX

Page

General Description . . 15-11

System Checks and Adjustments 15-13

Service Operation . 15-15

GENERAL DESCRIPTION

A pneumatic level control system that automatically

maintains correct rear trim height of a car under varying

load conditions, the optional automatic level control is

used only in conjunction with the Superlift Shock Absorber

option.

The Superlift Shock Absorber option alone, consists of

the two shock absorbers with pressure lines to a "Tee"

where a ill valve is located, the shocks are inflated

with (or deflated of) compressed air (at any gas station)

to obtain the vehicle level desired with any given load

change.

The automatic leveling system is added to the Superlift

Shock Absorbers and supplies its own compressed air.

The system (fig. 13) consists of a vacuum operated air

compressor with pressure regulator,
and
integral storage

tank, vacuum line to engine, air intake filter, air lines,

and a height control valve.

The COMPRESSOR is a two-stage, vacuum actuated

type, requiring no lubrication. Vacuum supply is taken

from engine carburetor base. High pressure air is
supplied to the reservoir tank by the second stage of

the two-stage compressor. The first stage intake stroke

draws air at atmospheric pressure through a oneway

check valve located in the end of the first stage housing

under the first ^tagei housing cover. On the first stage

compression stroke, the intake valve is closed and the

oneway check valve in the second stage end of the piston

is opened. This allows the air from the first stage

cylinder to flow through the hollow piston into the second

stage cylinder for jhigh pressure compression. The

second stage compression stroke closes the check valve

in the piston and opeijis the check valve in the end of the

second stage housing.

The intake and compression strokes are controlled by a

sliding distributor valive that is actuated through an arm

that is tripped by the piston as it nears the end of each

stroke. Each time the arm actuates the distributor

valve, a different set of holes are covered in the first

stage housing. The distributor valve controls the flow of

intake manifold vacuum and air under atmospheric pres-

CHEVROLET CHASSIS SERVICE MANUAL

SPECIFICATIONS 6

ENGINE

SECTION 6

GENERAL DATA:

Type

Displacement

Horsepower
@
rpm

Torque
@
rpm

Bore

Stroke

Compression Ratio

Firing Order

CYLINDER BORE:

Diameter

Out of

Round

Taper
. Production

Service

Produc-

tion
Thrust

Side

Relief

Side

Service

PISTON:

Production

Service

PISTON RING:

C

O

M

P

K

E

g

S

I

o

0

r

L
Clear-

ance

Groove

Gap

Groove

Clear-

ance

Gap
Production
Top

2nd

Service

Production
Top

2nd

Service

Production

Service

Production

Service
IN LINE

153

90

@

4000

152

@

2400

3-7/8"
194

120

4400

177

2400

3-9/16"
230

140

@

4400

220

@

1600
250

155

@

4200

235

@

1600
V8

283

195

@

4600

285

@

2400

3-7/8"

3.25"

3.53"

8.5:1

1-3-4-2

3.8745"

3.8775"
1-5-3-6-2-4

3.5620"

3.5650"
3"

9.25:1
327

210

@

4600

320

@

2400
275

@

4800

355

@

3200
300

@

5000

360

@

3400
325

@

5600

355

©

3600
350

5800

360

3600
350

295

@

4800

380

@

3200

4"

3.25"

«.75:1

10.0:1
11.0:1
3.48"
396

325

@

4800

410

@

3200
350

@

5200

415

3400

4-3/32"
427

385

5200

460

@

3400
390

@

5400

460

3600
400

@

5400

460

3600
425

N.A.

N.A.
435

@

5800

460

@

4000

4-1/4"

3.76"

10.25:

L

N«A.
11.0:1

1-8-4-3-6-5-7-2

3.8745"-3.8775"

,005"
(Max.)

.0005"
(Max.) -'
3.9995n-4.0025"
4.0925"

4.0995"

.001"
(Max.)

.002"
(Max.)

.0005"
(Max.)

.001"
(Max.)

v005» (Max.)
4.2495"-4.2525"

.OOO5»-.OO11
"

.0025"
(Max.)

.0012"-.0027"

.0012"-.0032"

;•
.0020"

.0035"

.0020"

.0040"
.0012"-.0O27"

.0012"-.0032"

.010"-.020"

.010"-.020"

.000"-

.015"-
.01S

.01;

.005"

.055"
Hi Limit

"-.023"

l"-.025"

Hi Limit

Hi Limil
.0024"

.0030"

.0050"

(Max.)
.0005"
.0007"

.0013"
.0009"

.0015"

.0025 (Max.)

.0012"-.0032"

.0012"-.OO27"

Production .001"

.010"-.020"

.013"-.023"

Production .01"

: Production .001"
f0012"-.0032

.0012"-.0032
.0054"

.0063"

.0085"

(Max.)

ii

tt
.0037"

.0043"

.0065"

(Max.)

.010"-.020"

.010"-.020"

.0012"-.0060

.010"-.030
t

t

Hi Limit Production .01"

CHEVROLET CHASSIS S8RVICE MANUAL