cruise control CHEVROLET CAMARO 1967 1.G Chassis Workshop Manual

CHASSIS SHEET METAL 11-5

GRILLE TO BE FLUSH

TO +.06 TO W/SHIELD

MOLDING

±.06 GRILLE TO FENDER

.06 -.05 FENDER TO

W/SHIELD MOLDING

GRILLE"
& FENDER; ~ ~

FLUSH ± .06

FENDER FLUSH TO .06 INBOARD

OF DOOR SURFACE. FULL LENGTH

OF VERTICAL OPENING.
12±.O6 HOOD

TO GRILLE

.12 -.04

TO FENDER
FLUSH ± .06

HOOD TO GRILLE

FLUSH ± .06

HOOD TO FENDER

.12/.17 (REF.)

AT RAD. SUPPORT

.18 ± .06 FENDER

TO DOOR

FLUSH ± .06

HOOD TO FENDER

09 zfc .06 FENDER

TO ROCKER

.75 (REF.) AT

TOP FLANGE

1.08 EXC. WAG

URFACE

TYPICAL ON SURFACE

FLUSH CONDITION

DESIRED

.75 REF.

Fig.
4
- Sheet Metal Adjustments - Chevrolet

1.
Remove fender as outlined above.

2.
Jack up front end of vehicle and remove wjheel.

3.
Remove all wires, hoses, cruise control, etc. at-

tached to skirt; also remove bolt attaching battery

tray bracket to skirt. Remove battery, j

Remove battery tray from vehicle. \

5.
On Chevrolet, remove screws securing bj:ace (fig. 1)

to skirt and dash panel and remove brace.;

Remove skirt attaching screws and remove skirt

from vehicle.. !
4.

6.

Installation
j

Install skirt and fender following the removal proce-

dure in reverse order. Refer to torque specifications in

rear of manual for correct torque values. !
FENDER TRIM

On Chevelle, to gain access to spear molding and em-

blem retaining nuts, remove skirt to fender flange screws

top center rearward and pry skirt forward several inches.

Wedge skirt in this position with a wood block and re-

move nuts from inside fender retaining molding to fender.

Emblem attaching hardware is accessible from inside

engine compartment. t

On Chevrolet, open front door and rear inside door

hinge pillar for access to trim retaining nuts. Remain-

ing trim retaining nuts, and emblem retaining nuts are

accessible from inside engine compartment.

CHEVROLET CHASSIS SERVICE MANUAL

CHASSIS SHEET METAL 11-22

wiring harness, and washer bottle from radiator

support.

5.
Remove screw connecting battery tray to radiator

support.

6. Remove shroud from vehicle if so equipped.

7.
Remove shroud and radiator (Section 13).

8. Remove screws securing support to frame, skirts,

and fenders.

9. Remove radiator support from vehicle.

Installation

Install radiator support following the removal pro-

cedure in reverse order. Refer to torque specifications

in rear of manual for correct torque values for radiator

supportj grille, and bumper.

FENDER AND SKIRT ASSEMBLY

Removal

1.
Remove front bumper (Section 14).

2.
Remove hood and hood.hinges (two men).

3.
Remove bolts securing brace to skirt and dash panel

and remove brace (fig. 32).

4.
Disconnect any components attached to fender and

skirt such as cruise control, hoses, electrical har-

ness etc.

5.
Remove screws securing radiator support to fender

and skirt.

6. Remove headlamp bezel and headlamp.

7.
Remove screws securing fender and skirt assembly

to header panel, headlamp housing and valance panel.

Remove screw securing fender extension to valance

panel.

8. Remove screws securing fender and skirt assembly

to vehicle and remove fender and skirt assembly.

9. If necessary, remove screws attaching fender ex-

tension and bumper bracket to fender and remove

extension and bracket. Replace fender trim if nec-

essary.

Installation

Install fender anci skirt assembly following the removal

procedure in reverse order. Refer to torque specifi-

cations in rear of manual for correct torque values.

HOOD ASSEMBLY

Procedures for hood removal and installation for

Camaro are the same as for Chevrolet and Chevelle.

Refer to Chevrolet and Chevelle hood removal and in-

stallation procedures, Figure 35 for Camaro hood catch,

support, and lock plate, and Figure 37 for Camaro hood

and insulator.

HOOD CATCH AND LOCK (Fig. 35)

Removal

1.
Remove catch plate assembly by removing screws

retaining catch to header panel, center support, and

radiator support.

NOTE: Before removing hood lock plate from

hood, locate position on hood by scribing around

base of lock plate.

2.
Remove lock plate by removing screws retaining lock

plate to hood and remove lock plate.
Fig.
35 - Hood Catch, Support, and Lock Plate - Camaro

Installation

Install lock and catch plate following the removal pro-

cedure in reverse order. Refer to torque specifications

in rear of manual for correct torque values. Adjust lock

and catch plate as outlined under adjustment procedure

in this section.

HOOD TRIM AND INSULATION (Fig. 37}

. Figure 37 shows the installation details of the Camaro

hood ornament and insulation pad. The insulation and

ornament retainers and nuts are accessible from under

the raised hood.

COWL VENT GRILLE

.Procedures'for Camaro cowl vent grille replacement

are the same as for Chevrolet and Chevelle. Refer to

Chevrolet and Chevelle cowl vent grille replacement.

CHEVROLET CHASSIS SERVICE MANUAL

SECTION 15

ACCESSORIES

CONTENTS OF THIS SECTION

Page

Cruise Master . . . . .......... 15-1

Automatic Level Control 15-12

CRUISE-MASTER

INDEX

Page

General Description . 15-2

System and Component Operation 15-2

Service Operations . . ...... 15-7

System Checks 15-10

REGULATOR TO

INTAKE MANIFOLD HOSE

SERVO All

BLEED HOSE
VACUUM RELEASE

SWITCH HOSE

THROTTLE

CHAIN

CABLE TO

SPEEDOMETER

ENGAGEMENT

BUTTON

RIC RELEASE

SWITCH

VACUUM RELEASE

SWITCH

SPEEDOMETER CABLE

MOUNTING

BRACKET

WIRING HARNESS FROM ENGAGEMENT

BUTTON & CUTOFF SWITCH
SERVO VACUUM

SUPPLY

Fig.
1 - Cruise Master System

CHEVROLET CHASSIS SERVICE MANUAL

ACCESSORIES 15-2

GENERAL DESCRIPTION

The Cruise Master is a speed control system which

employs engine manifold vacuum to power the throttle

Servo unit. The Servo moves the throttle when speed

adjustment is necessary by receiving a varying amount

of bleed air from the Regulator unit. The Regulator

varies the amount of bleed air through a valve system

which is linked to a speedometer-like mechanism. The

speedometer cable from the transmission drives the

Regulator, and a cable from the Regulator drives the

instrument panel speedometer. The. engagement of the
Regulator unit is controlled by an Engagement Switch

located at the end of the turn signal lever. Two brake

release switches are provided: an Electric Switch dis-

engages the Regulator unit and a Vacuum Switch de-

creases the vacuum in the Servo unit to quickly return

the throttle to idle position.

The operation of each unit of the system and the

operation of the entire system under various circum-

stances is described below. Figure 1 shows the location

of the system components within the vehicle-

COMPONENT OPERATION

ENGAGEMENT SWITCH

This switch, located within the turn signal knob, has

three positions. In the fully released position, the switch

passes current through resistance wire to effect a "hold

in" magnetic field in the Regulator solenoid. This cur-

rent is sufficient only to hold the solenoid in place once

it has been actuated by the "pull in" circuit. Depressing

the button partially allows current to flow to the Regu-

lator solenoid at full voltage which causes the solenoid

to pull in. Depressing the button fully opens the circuit

to both the resistance and standard solenoid feed wires

and the solenoid becomes de-activated.

During vehicle operation the three switch positions

have the following functions:

Released

a. System not engaged: No function of the system

will occur although a small current is flowing

through the solenoid via the resistance wire (at

vehicle speeds over 20 mph).

b.
System engaged: The small current flowing

through the resistance wire is holding the solenoid

in the engaged position.

^r-WIRE RELIEF LUG

1 ^-#2-BLUE WIRE

L'3.BLACK WIRE
X /-TURN SIGNAL LEVER

SWITCH—^
^SN

RETAINING RING-^ %^

BUTTON -^

Fig.
2 - Cruise Master Engagement Switch
Partially Depressed

Full voltage is applied to the solenoid (vehicle speed

over 20 mph) which sets the Regulator to maintain the

vehicle speed at the time of Regulator engagement.

Fully Depressed

No electricity flows to the solenoid and the Regulator

is inactive. This position is used by the driver when he

desires to raise or lower his controlled speed. He may

accelerate to his new speed, press the button fully (Regu-

lator releases previously set speed) and release the but-

ton. Upon releasing the button, it passes through the

partially depressed position and the solenoid is "pulled

in", then into released position which provides "hold in"-

current. The driver may also press the button fully with

no pressure on the accelerator pedal. In this case the

regulator releases control of the throttle which returns

to idle and the car slows. When the button is released

the solenoid is pulled in and held in respectively and the

regulator resumes speed control at the speed of the

vehicle during the moment of button release (at vehicle

speeds over 20 mph).

LOCK
NUT

ORIFICE
TUBE

AND
CONNECTOR

ASSEMBLY

AIR FILTER AND

SOLENOID HOUSING COVER

Fig. 3 - Regulator Unit

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

ACCESSORIES 15-7

6. The car begins to descend a hill--car speed in-

creases slightly and the regulator movements oc-

curing above occur again except in reverse. The

rubber drum is turned further against spring tension

and the air bleed orifices are uncovered more. This

bleeds more air to the Servo reducing the vacuum in

the unit. The diaphragm moves away from the

vacuum port, closes the throttle slightly, and with-

draws the tapered needle from the vacuum orifice.

With the orifice enlarged, the increased vacuum

counteracts the increased air bleed and the dia-

phragm finds a balance again at a reduced throttle

opening.

7.
Driver accelerates by pressing accelerator pedal-

car speed increases and the system responds by

moving the diaphragm to decrease throttle opening.

Since a bead chain is used, the chain merely relaxes

and has no effect on throttle operation. After the

driver releases pressure from the pedal, the throttle

will close until car speed decreases to the pre-set

speed. At that point the Regulator bleeds less air

to the Servo which opens the throttle enough to

maintain the pre-set speed. The system returns to a

stable condition.

8. Driver desires higher controlled speed, presses ac-

celerator until new speed is reached, and depresses

Engagement Switch fully and releases button--speed

sensing assembly tries to turn in a direction that

would decrease the throttle opening until the driver

fully depresses the Engagement Switch. Then the

current is cut off to the solenoid which retracts; the

solenoid nose expands the "U" clip releasing its

grip on the rubber drum. The drum and disk as-

sembly then rotates to a new position because of the

higher car speed. When the solenoid retracts, it also

shuts off vacuum to the Servo and opens the vacuum

port to atmospheric pressure within the Regulator

thereby bleeding down the Servo toward idle throttle

position. As the driver releases the Engagement

Switch, the contacts cause "pull in" and "hold in" of

the solenoid respectively. The system is engaged to
maintain the car speed at the time of Engagement

Switch release.

9. Driver desires lower cruising speed, presses En-

gagement Switch fully, waits until car speed de-

creases to desired speed then releases Switch--when

the Engagement switch is fully depressed the sole-

noid is de-energized causing the vacuum switch to

bleed down the Servo to idle throttle position and the

"U"
clip of the idle bleed valve is released from the

rubber drum. The drum and disk assembly is free

to rotate to a position which corresponds to vehicle

speed as the car slows. When the driver releases

the Engagement Switch, the unit "pulls in" and "holds

in" in the normal manner. The air bleed valve is

clutched to, the rubber drum at the car speed during

switch release. Vacuum is again applied to the

Servo and throttle control is assumed by the Regu-

lator to maintain the car speed at the time of switch

release.

10.
With system in operation, driver applies brakes--

simultaneously the Vacuum Release and Electric

Release Switches operate. The Vacuum Switch

bleeds air into the Servo through the air bleed line

coming from the Regulator. The vacuum is reduced

in the Servo and the throttle returns to idle position.

The Electric Release Switch cuts off power to the

entire system and the solenoid is de-energized. If

the driver removes his foot from the brake pedal the

Electric Switch again feeds voltage to the Engage-

ment Switch and the Vacuum Switch seals the air

bleed line. If the vehicle speed is above 20 mph

when this occurs, reduced voltage will flow to the

solenoid through the 40 ohm wire which will not be

sufficient to "pull in" the unit. If vehicle speed is

below 20 mph no current will flow since the tang

on the rubber drum has opened the low limit switch

points in the Regulator. In either case, after de-

pressing the brake pedal, the system will not con-

trol car speed until the driver operates the engage-

ment switch above 20 mph.

SERVICE OPERATIONS

The components of the Cruise Master system are de-

signed to be replaced should they become inoperative.

The Regulator is calibrated in such a manner during

manufacturing that overhaul operations are impractical.

However, one adjustment may be made to the Regulator to

correct speed drop or increase at the time of

engagement.

BRAKE RELEASE SWITCHES

ELECTRIC

Service — An inoperative switch must be replaced.

Switch replacement is identical to standard brake lamp

switch replacement.

Adjustment- The brake switch plunger must clear the

pedal arm when the arm is moved 1/4 inch measured at

the switch (Figure 7).

VACUUM

Service
—
An inoperative (sticking, plugged, or leaking)

switch must be replaced. Switch replacement is similar
to brake switch replacement. Be certain that the hose to

the switch is connected firmly and is not cracked or

deteriorated.

Adjustment- The brake switch plunger must clear the

pedal arm when the arm is moved 5/16 inch measured at

the switch (Figure 7).

ENGAGEMENT SWITCH

Service

replacement.
The engagement is serviced only by

Removal

1.
Pry the engagement button out of the turn signal knob

with a small thin bladed screwdriver (Figure 2).

2.
With a small hook or long nosed pliers, remove the

switch retaining ring.

3.
.Pull switch outward utilizing the slack in the wiring

harness.

4.
With a small soldering iron, unsolder the wires and

resolder them to the correct terminals of the re-

placement switch.

CHEVROLET CHASSIS SERVICE MANUAL

ACCESSORIES 15-9

Adjustment- Adjust the bead chain so that it is as tight

as possible without holding the throttle open when the

carburetor is set at its lowest idle throttle position.

When connecting the bead chain (engine stopped) manually

set the fast idle cam at its lowest step and connect the

chain so that it does not hold the idle screw off the cam.

If the chain needs to be cut, cut it three beads beyond the

bead which pulls the linkage.

REGULATOR

Service - A defective regulator, that is one which is not

simply out of adjustment, must be replaced. During re-

placement, check the hoses which connect to the regulator

and replace any which are cracked or deteriorated.

Air Filter

The air filter located in the solenoid cover should be

cleaned and re-oiled at engine oil change intervals.

1.
Snap the solenoid cover off.

2.
Remove the filter and wash it in kerosene or mineral

spirits. Squeeze it dry and wet with SAE 10 engine

oil.
Squeeze out excess oil and reinstall into the

cover.

3.
Attach the cover with neoprene seal to the solenoid

housing. Be certain that the cover fits tightly to the

housing.

One regulator adjustment is possible: Engagement-

Cruising Speed Zeroing (to remove any difference be-

tween engagement and cruising speed).

NOTE:
No regulator adjustment should be

made, however, until the following items have

been checked or serviced:

1.
Bead chain properly adjusted.

2.
All hoses in good condition, properly attached, not

leaking, not pinched or kinked.

3.
Regulator air filter clean and properly oiled.

4.
Electric and vacuum release switches properly

adjusted.

Engagement—Cruising Speed Zeroing

If the cruising speed is lower than the engagement

speed, loosen the orifice tube locknut and turn the tube

outward; if higher, turn the tube inward. Each 1/8 turn

will alter the engagement-cruising speed difference one

mph. Tighten the locknut after adjustment and check the

system operation at 50 mph.

ELECTRICAL SYSTEM CHECK OUT

1.
Check fuse and connector.

2.
Check electric brake switch as follows: Unplug con-

nector at brake switch. Connect ohmmeter at points

A and B on brake switch. The ohmmeter must indi-

cate infinity when the brake pedal is depressed and

continuity when pedal is released. The cruise re-

lease brake switch (electric) is adjusted as is the

standard stop light brake switch. Replace electric

brake switch if needed.

3.
Check engagement switch and connecting wiring as
follows: Unplug push button control connector

(brown, blue, black) at electrical wiring harness con-

nector and perform the following tests. (See Fig-

ure 10)

Test #1
—
Connect ohmmeter between terminal #1 (brown

wire) and terminal #2 (blue wire). Continuity shall be

maintained until switch is depressed all the way in.

Test #2
—
Connect ohmmeter between terminal #1 (brown

wire) and terminal #3 (black). No continuity shall be

shown; however, when the button is depressed halfway,

continuity shall be indicated. When the button is pressed

all the way down, no continuity shall be shown.

Test #3 — Connect ohmmeter between terminal #2 (blue

wire) and terminal #3 (black). Button released, no con-

tinuity; however, when the button is depressed partially

and fully, continuity shall be shown.

4.
Check regulator solenoid coil, low-speed switch, and

wiring harness as follows:

a. Disconnect engagement switch wire harness con-

nector from the main wire harness connector

(brown, blue, and black wires). Connect ohm-

meter
'
between point C (blue wire in main wire

harness) and ground. (Make sure the regulator is

well grounded to chassis.) The ohmmeter should

read 45 ohms ± 2 ohms. If a resistance of

greater value is shown, then disconnect the con-

nector from the regulator and measure the re-

sistance of the blue wire from point C to D. It

should measure 40 ohms. Check the resistance

from point E (vertical bar of terminal forming T)

to ground. It should measure 5 ohms ± 1/4 ohm.

Replace either the wiring harness or solenoid as

needed if greater values are indicated. The black

harness wiring from point F to G should also be

checked for continuity.

ENGAGEMENT SWITCH TEST

BUTTON POSITION

Cruise (released)

Engage (partially depressed)

Trim (fully depressed)
TERMINALS

1 TO 2

closed

Closed

open
1 TO 3

open

closed

open
2 TO 3

open

closed

closed

SERVO AND VACUUM SYSTEM CHECK OUT

To determine the condition of the diaphragm, remove

hoses from power unit and apply 14 inches of vacuum to

either vacuum tube opening (seal the other opening) and

hold in for one minute. The vacuum shall not leak down

more than 5 inches of vacuum in one minute. If leakage

is detected, replace servo. To utilize engine as a vac-

uum source, proceed as follows:

1.
DISCONNECT SERVO $EAD CHAIN and hoses from

servo and connect engine vacuum directly to vacuum

servo fitting (fitting in middle of servo). Seal the

servo unit opening.

2.
Note position of servo diaphragm.

3.
Start engine - the diaphragm should pull in.

4.
Clamp off engine vacuum supply line and check for

leakage. '

The cruise release brake switch (vacuum) and connecting

hoses can likewise be checked using a vacuum pump.

CHEVROLET CHASSIS SERVICE MANUAL