service indicator CHEVROLET CAMARO 1967 1.G Chassis Workshop Manual

REAR SUSPENSION AND DRIVE LINE 4-6

Fig.
10—Toe-in Adjusting Shim Location (Corvette)

Toe-in

Wheel toe-in is adjusted by inserting shims of varying

thickness inside the frame side member on both sides

of the torque arm pivot bushing (fig. 10). Shims are

available in thicknesses of
1/64",
1/32",
1/8" and 1/4".

To adjust toe-in, remove torque arm pivot bolt; then

position torque arm to obtain specified toe-in. Shim gap

toward vehicle centerline between torque arm bushing

and frame side inner wall.

NOTE: Do not use thicker shim than necessary,

and do not use undue force when shimming inner

side of torque arm - to do so may cause toe

setting to change.

Shim outboard gap as necessary to obtain solid stack-

up between torque arm bushing and inner wall of frame

side member. After correct shim stack has been se-

lected, install pivot bolt and hardened washers (fig. 10) -
making sure that all shims are retained - torque nut to

specifications and install cotter pin. If specified torque

does not permit cotter pin insertion, tighten nut to next

flat.

WHEEL BEARING ADJUSTMENT (CORVETTE)

inspection

The tapered-roller spindle bearings should have end

play of .001" to
.008".
During inspection, check end

play and, when necessary, adjust as outlined in this

section.

1.
Raise rear of vehicle until wheels clear ground.

2.
Disengage bolt lock tabs and disconnect outboard end

of axle drive shaft from wheel spindle flange.

3.
Mark camber cam in relation to bracket. Loosen and

turn camber bolt until strut rod forces control arm

outward. Position loose end of axle drive shaft to

one side for access to spindle.

4.
Remove wheel and tire assembly. Mount dial in-

dicator (Tool J-8001) on torque arm or adjacent

surface and rest pointer on flange or spindle end

(fig. H).

5.
Grasp brake disc and move axially (in and out) while

reading movement on dial indicator. If end movement

is within the .001" to .008" limit, bearings do not

require adjustment. If not within .001" to .008"

limit, record reading for future reference and adjust

bearings as outlined below.

Adjustment

1.
Apply parking brake to prevent spindle from turning

and remove cotter pin and nut from spindle.

2.
Release parking brake and remove drive spindle

flange from splined end of spindle.

3.
Remove brake caliper and brake disc as outlined in

Section 5.

4.
Install Thread Protector J-21859-2 over spindle

threads; then remove drive spindle from spindle

support, using Tool J-22602 as shown in Figure 12.

CAUTION: When using Tool J-22601 to remove

drive spindle, make sure puller plate is posi-

Fig.
11—Checking Wheel Bearing Adjustment (Corvette)
Fig. 12—Removing Drive Spindle from Support (Corvette)

CHEVROLET CHASSIS SERVICE MANUAL

REAR SUSPENSION AND DRIVE LINE 4-7

tioned vertically in the torque arm before ap-

plying pressure to the puller screw.

5.
Remove shim and bearing spacer from spindle

support.

6. Note size of shim used. If dial indicator reading

was more than
.008",
select a shim thinner by the

amount needed to bring end play within limits. If

dial indicator reading was less than
.001",
select a

shim thicker by the amount needed to bring end play

within limits.

NOTE: Shims are available in thicknesses from

.097"
to .148" in increments of
.003".

EXAMPLE: Bearing end play reading obtained

on dial indicator was
.011",
.003" over limit.

Bearing shim removed from spindle measures

.145".
New shim installed measures .139", .006"

smaller. End play is now decreased by .006" and

is
.005",
which is within the .001" to .008" limit.

7.
After determining shim thickness, install bearing

spacer and shim on spindle. Position spindle in

spindle support.

8. Press inner bearing race and roller assembly on

spindle as follows.

a. Position Tool J-4731 over spindle and against

bearing inner race.

b.
Position washer and spindle nut on spindle and

proceed to tighten nut until bearing is forced on

spindle sufficiently to allow spindle drive flange

to be installed (fig. 13). Remove spindle nut,

washer and Tool
J-4731.
Discard nut and use a

new one for final assembly.

9. Position drive flange over spindle, making sure

flange is aligned with spindle splines. Install washer
Fig.
13—Installing Drive Spindle to Support (Corvette)

and nut on spindle then tighten nut to specifications

and install cotter pin. If specified torque does not

permit cotter pin insertion, tighten nut to next flat.

10.
Seat spindle support outer seal in bore by using

screw driver, or other suitable tool, to press against

metal portion of seal.

11.
Install brake disc and caliper. Refer to Section 5

for details of brake disc and caliper installation.

12.
Install axle drive shaft, wheel and tire assembly,

adjust camber cam to original position and torque

all components to specifications.

COMPONENT PARTS REPLACEMENT

(Chevrolet, Chevelle, Chevy II and Camaro)

COIL SPRING

Chevrolet

Removal

To remove either or both rear coil springs proceed

as follows.

1.
Raise rear of vehicle and place jack stands under

frame. Support vehicle weight at rear, using either

a jack or post of twin-post hoist under axle.

2.
Remove both rear wheels from vehicle.

3.
With the car supported as in Step 1, so that the rear

springs are compressed by weight of vehicle; per-

form the following:

a. Disconnect both rear shock absorbers from the

anchor pin lower attachment.

b.
Loosen the upper control arm(s) rear pivot bolt

(do not remove the nut).

C. Loosen both the left and the right lower control

arm rear attachment (do not disconnect from axle

brackets).

d. Remove the rear suspension tie rod from the

stud on the axle tube.

4.
At the lower seat of both rear coil springs, slightly

loosen the nut on the bolt that retains the spring and

seat to the control arm. When the nut has been

backed off the maximum permissible, all threads of
the nut should still be engaged on the bolt.

CAUTION: Under ,no condition should the nut,

at this time, be removed from the bolt in the

seat of either spring.

5.
Slowly lower the support (jack or hoist post) that has

been in place under the rear axle, thereby allowing

the axle to swing down, carrying the springs out of

their upper seat and providing access for spring

removal.

6. Remove the lower seat attaching parts from each

spring, then remove the springs from the vehicle

(fig. 14).

Installation

1.
Position the springs in their upper seat so that end

of top coil is 3/8" ± 1/8" from end of stop. Install

the lower seat parts on the control arm, with the nut

finger tight on the spring retainer bolt.

NOTE: Omit the lock washer under the special

high carbon bolt, so that sufficient bolt thread

will be available to start the nut. The lock

washers will be installed later (in Step 4).

2.
By alternately raising the axle slightly and then

re-snugging the nut on each spring lower seat bolt,

move the axle upward until vehicle weight is fully

CHEVROLET CHASSIS SERVICE MANUAL

REAR SUSPENSION AND DRIVE LINE 4-43

Fig.
114—Rear Suspension Special Tools (Corvette)

1.
J-8111-23 Torque Control Arm Spacer Flaring Tool

2.
J-22602 Wheel Drive Spindle Remover

3.
J-9436 Wheel Drive Spindle Outer Bearing Installer

4.
J-21057 Drive Pinion Oil Seal Installer

5. J-8331 Wheel Drive Spindle Outer Bearing Remover

6.
J-7877 Strut Rod Bushing Replacement Sef

7. J-7817 Wheel Drive Spindle Bearing Cup Installer

8.
J-21548 Propeller Shaft "U" Joint Trunnion Seal Installer

9. J-21556 Axle Drive Shaft "U" Joint Trunnion Sea! Installer

10.
J-5748 Positraction Torque Measuring Adapter

11.
J-7079-2 Driver Handle (Insert Type)

12.
J-8001 Dial Indicator Set

13.
J-8092 Driver Handle (Threaded Type)

14.
J-7055-1 Torque Control Arm Bushing Installer

15.
J-8614 Rear Axle Companion Flange Holder

CHEVROLET CHASSIS SERVICE MANUAL

BRAKES

SECTION 5

CONTENTS OF THIS SECTION

Duo Servo Brakes

Disc Brakes
Page

5-1 Power Brakes

5-24 Special Tools
Page

5-31

5-32

DUO-SERVO BRAKES

INDEX

Page

General Description 5-1

Maintenance and Adjustments 5-3

Hydraulic Brake Fluid .. . 5-3

Bleeding Hydraulic System 5-3

Pressure Bleeding 5-3

Manual Bleeding 5_4

Push Rod to Main Cylinder Clearance 5-5

Hydraulic Brake Lines 5-5

Hydraulic Brake Hose 5-5

Hydraulic Brake Tubing 5-6

Brake Adjustment. .................... 5-7

Service Brake 5-7

Parking Brake 5-8

Component Replacement and Repairs 5-9

Parking Brake - Chevrolet, Chevelle and

Camaro 5^9

Pedal Assembly 5-9

Front Cable ,. . . 5-9

Center Cable 5-9

Rear Cables. . 5-9
Parking Brake - Chevy n 5-9

Lever Assembly 5-9

Idler Lever 5-11

Front Cable 5-11

Rear Cable . . ; 5-12

Parking Brake - Corvette 5-13

Lever Assembly . . . . 5-13

Front Cable 5-14

Rear Cable . . 5-14

Brake Pedal 5-15

Shoes and Linings 5-16

Organic 5-16

Metallic 5-17

Main Cylinder 5-18

Wheel Cylinders 5-21

Anchor Pin 5-22

Front Wheel 5-22

Rear Wheel 5-22

Brake Drums • 5-22

Brake Pipe Distribution and Switch Assembly . . . . . 5-23

Camaro Pressure Regulator Valve 5-23

GENERAL DESCRIPTION

All 1967 models are equipped with a new split brake

system as a safety feature. If a wheel cylinder or brake

line should fail at either the front end or rear end of

the vehicle, the operator can still bring the vehicle to

a controlled stop. The system is designed with separate

hydraulic systems for the front and rear brake using

a dual master cylinder (fig. 1). The design of the master

cylinder is similar to that used on the 1966 Corvette

in that it has two entirely separate reservoirs and outlets

in a common body casting. The front reservoir and outlet

is connected to the front wheel brakes, and the rear

reservoir and outlet is connected to the rear wheel

brakes. Two pistons within the master cylinder receive

mechanical pressure from the brake pedal push rod and

transmit it through the brake lines as hydraulic pressure

to the wheel cylinders. The filler cap is accessible from

inside the engine compartment.

A new brake pipe distribution and switch assembly

is mounted below the main cylinder. The front and rear

hydraulic brake lines are routed from the main cylinder,

through the brake pipe distribution and switch assembly,

to the front and rear brakes as shown in Figure 2. The

switch is wired electrically to the brake alarm indicator

light on the instrument panel. In the event of fluid loss

in either the front or rear brake system the indicator

on the instrument panel will illuminate red. (The indi-
cator will also' be illuminated when the parking brake is

applied.)

On Camaro models equipped with air conditioning, the

rear brake hydraulic line is routed through a pressure

regulator valve mounted on the left frame side rail

(fig. 3). The valve controls the hydraulic pressure to

the rear brakes resulting in the correct pressure balance

between the front and rear hydraulic systems.

The self-adjusting brakes (fig. 4), used on both front

and rear of all models, are the Duo-Servo single anchor

type which utilize the momentum of the vehicle to assist

in the brake application. The self-energizing or
self-

actuating force is applied to both brake shoes at each

wheel in both forward and reverse motion. The brake

shoe linings are bonded to the shoes.

Wheel cylinders are the double piston type permitting

even distribution of pressure to each brake shoe. To

keep out dust and moisture, both ejads of each wheel

cylinder are sealed with a rubber booC The wheel

cylinders have no adjustments.

The Chevrolet, Chevelle, and Camaro parking brakes

have a foot operated ratchet type pedal mounted to the

left of the steering column. A cable assembly connects

the pedal to an intermediate cable by means of an equal-

izer, where the adjustment for the parking brake is

incorporated. The intermediate cable attaches to the

CHEVROLET CHASSIS SERVICE MANUAL

BRAKES
5-3

PRIMARY

SHOE

PAWL
WIRE LINK

OVERRIDE

LEVER

VERRIDE

SPRING

RETURN

SPRING

STAR
WHEEL

Fig.
3—Camaro
Pressure
Regulator
Valve
Fig.
4-Self-Adjusting
Brake

MAINTENANCE AND ADJUSTMENTS

In any service operation it is extremely important

that absolute cleanliness be observed. Any foreign matter

in the hydraulic system will tend to clog the lines, ruin

the rubber cups of the main and wheel cylinders and

cause inefficient operation or even failure of the braking

system. Dirt or grease on a brake lining may cause

that brake to grab first on brake application and fade

out on heavy brake application.

The split system consists basically of two separate

brake systems. When a failure is encountered on either,

the other is adequate to stop the vehicle. If one system

is not functioning, it is normal for the brake pedal lash

and pedal effort to substantially increase. This occurs

because of the design of the master cylinder which

incorporates ah actuating piston for each system. When

the rear system loses fluid and takes in air, its piston

will bottom against the front piston. When the front

system loses fluid and takes in air, its piston will

bottom on the end of the main cylinders body. The loss

of fluid in one of the systems causes an uneven hydraulic

pressure balance between the front and rear systems.

The brake pipe distribution and switch assembly, near

the main cylinder, detects the loss of pressure and il-

luminates the brake alarm indicator light on the instru-

ment panel. The pressure loss is felt at the brake pedal

by an apparent lack of brakes for most of the brake

travel and then, when failed chamber is bottomed, the

pedal will harden.

HYDRAULIC BRAKE FLUID

Use GM Hydraulic Brake Fluid, Supreme No. 11 or

equivalent when servicing brakes. This brake fluid is

satisfactory for any climate and has all the qualities

necessary for proper operation, such as a high boiling

point to prevent vapor lock and the ability to remain

fluid at low temperatures.
In the event that improper fluid has entered the system,

it will be necessary to service the system as follows:

1.
Drain the entire system.

2.
Thoroughly flush the system with clean alcohol,

188
proof,
or a hydraulic system cleaning fluid

such as "Declene".

3.
Replace all rubber parts of the system, including

brake hoses.

4.
Refill the system.

5. Bleed the system.

BLEEDING HYDRAULIC SYSTEM

The hydraulic brake system must be bled whenever

any line has been disconnected or air has in some way

entered the system. A ''spongy" pedal feeling when the

brakes are applied may indicate presence of air in the

system. The system must be absolutely free of air at

all times. Bleeding should be done on the longest line

first; the proper sequence to follow is left rear, right

rear, right front, and left front (fig. 5). Bleeding of

brake system may be performed by one of two methods—

either pressure or manual.

PRESSURE
BLEEDING

1.
Clean all dirt from top of main cylinder and remove

cylinder cover and rubber diaphragm.

2.
Reduce fluid level in main cylinder until reservoirs

are approximately half full.

NOTE:
Make sure brake fluid in bleeder equip-

ment is at operating level and that the. equipment

is capable of exerting 30 to 50 lbs. hydraulic

pressure on the brake system.

3.
Install brake bleeder adapter J-22489 (fig. 6) on

main cylinder. Connect hose from bleeder equipment

to bleeder adapter and open release valve on bleeder

equipment.

CHEVROLET CHASSIS SERVICE MANUAL

BRAKES 5-22

2.
Replace ail push rods and pull back springs.

3.
Connect hose or line to wheel cylinder.

NOTE:
If replacing front wheel cylinder, con-

nect hose and inspect installation as outlined in

"Hydraulic Brake Hose Replacement".

4.
Install drum and wheel.

5. Bleed brakes as outlined in this section.

ANCHOR PIN

Front Wheel

1.
Raise front of vehicle and place on jack stands.

2.
Remove wheel and drum as outlined in this section.

3.
Remove brake shoe pull back springs, link and guide

plate.

4.
Disengage anchor pin lock and remove anchor pin by

turning counterclockwise.

5. Place new lock plate on anchor pin and pass pin

through the hole in flange plate and screw into tapped

hole in spindle support.

6. Torque pin to 130 lb. ft. and lock by peening over

washer tabs.

7. Install brake shoe guide plate, link and pull back

springs.

8. Adjust brakes, install drum and wheel as outlined

in this section. Test brake operation.

Rear Wheel

Two type anchor pins are used in production for the

rear wheels. The riveted type is not serviced and if

failure or damage should occur to either the anchor

pin or flange plate, both parts will have to be replaced

and the threaded type anchor pin used.

Threaded Type

1.
Raise rear of vehicle and place on jack stands,

2.
Remove wheel and drum as outlined in this section.

3.
Remove brake shoe pull back springs, link and guide

plate.

4.
Remove anchor pin retaining nut and washer and

remove pin from flange plate.

5. Position anchor pin to flange plate, install lock

washer and nut, and torque pin to 80 lb. ft.

6. Install brake shoe guide plate, link and pull back

springs.

7. Adjust brakes and install drum and wheel as outlined

in this section.

8. Test brake operation.

BRAKE DRUMS

Front brake drums are the demountable type; that is,

they can be removed without removing the hub. Rear

brake drums are demountable and may be removed

wihtout removing the axle shaft.

A lanced "knock out" area (fig. 34) is provided in

the web of the brake drum for servicing purposes in

the event retracting of the brake shoes is required in

order to remove the drum.

A small screw driver or hooked wire may be inserted

to disengage the automatic adjuster actuating lever so

the star wheel may be turned.

Removal

1.
Raise vehicle and place on jack stand.
2.
Remove wheel and tire assembly, back off brake

adjustment and remove drum.

Inspection and Reconditioning

Whenever brake drums are removed they should be

thoroughly cleaned and inspected for cracks, scores,

deep grooves, and out-of-round. Any of these conditions

must be corrected since they can impair the efficiency

of brake operation and also can cause premature failure

of other parts.

Smooth up any slight scores by polishing with fine

emery cloth. Heavy or extensive scoring will cause

excessive brake lining wear and it will probably be

necessary to rebore in order to true up the braking

surface.

An out-of-round drum makes accurate brake shoe

adjustment impossible and is likely to cause excessive

wear of other parts of brake mechanism due to its

eccentric action.

A drum that is more than .008" out-of-round on the

diameter is unfit for service and should be rebored.

Out-of^round, as well as taper and wear can be ac-

curately measured with an inside micrometer fitted

with proper extension rods.

If drum is to be rebored for use with standard size

brake facings which are worn very little, only enough

metal should be removed to obtain a true smooth braking

surface.

If drum has to be rebored more than .020" over the

standard diameter, it should be rebored to .060" diameter

oversize and the brake facing should be replaced with

.030"
oversize facings.

A brake drum must not be rebored more than .060"

over the maximum standard diameter, since removal

of more metal will effect, dissipation of heat and may

cause distortion of drum. Chevrolet brake facing is

not furnished larger than .030" oversize and this will

not work efficiently in drums bored more than .060"

oversize.

Brake drums may be refinished either by turning or

grinding. Best brake performance is obtained by turning

drums with a very fine feed. To insure maximum lining

life,
the refinished braking surface must be smooth and

free from chatter or tool marks, and run-out must not

exceed .005" total indicator reading.

Cleaning

New brake drums in parts stock are given a light.

coating of rust proofing oil to prevent the formation of

rust on the critical braking surfaces during the time

that the drums are in storage.

This rust proofing oil must be carefully removed

before the drum is placed in service to prevent any

of this oil from getting on the brake shoe facings, which

might cause an extreme brake grab condition.

It is recommended that a suitable volatile, non-toxic,

greaseless type solvent be used to clean the oil from the

braking surface of the new brake drums before they are

•placed in service to insure the cleanest possible surface.

Gasoline or kerosene should not be used as there is

danger that a portion of the diluated oil substance may

be left on the braking surface that may later cause

difficulty.

Installation

1.
Make brake adjustment as outlined in this section.

CHEVROLET CHASSIS SERVICE MANUAL

BRAKES 5-29

Fig.
42—Installing Caliper on Disc

Check that the hose does not touch other parts at

any time during suspension or geometry travel.

If contact does occur, remove the U-shaped retainer

and rotate the end of the hose in the support bracket

one or two points in a direction which will eliminate

hose contact. Reinstall the retainer and recheck

for hose contact. If it is satisfactory, place the

steel tube connector in the hose fitting and tighten

securely.

If rear brake caliper is being serviced, connect

brake line to caliper.

Bleed brakes as outlined in this section.

Install wheels and lower vehicle.

BRAKE DISC

Servicing of the disc brakes is extremely critical

due to tolerances required in machining of the brake

disc to insure proper brake operation. In manufacturing

the brake disc, tolerances of the rubbing surfaces for

flatness is .001 and for parallelism is .0005, while

lateral runout of the faces must not exceed .004 total.

The maintenance of these close controls of the shape of

the rubbing surfaces is necessary to prevent brake

roughness. In addition, the surface finish must be non-

directional and maintained at 30-50 micro-inches. This

control of the rubbing surface finish is necessary to

avoid pulls and erratic performance and promote long

lining life and equal lining wear of both left and right

brakes.

tight scoring of the disc surfaces not exceeding .015

in depth, which may result from normal use, is not

detrimental to brake operation.

When the total disc thickness is less than .965 for the

1"
thick disc or 1.215 for the 1-1/4" thick disc, it should

be replaced. Disc thicknesses less than this can permit

the shoes to come out of contact with the shoe abutments

and cause malfunction.

Because performance is not impaired by surface im-

perfection not exceeding .015 deep, refinishing of the

rubbing surface is not necessary.
Fig.
43—Dial Indicating Disc Runout

Since extremely accurate control of the finishing oper-

ation is necessary for proper performance and excess

metal removal can cause malfunction, refinishing of the

rubbing surface is not recommended.

Checking Procedure (Fig. 43)

Front

Tighten the adjusting nut of the wheel bearing until all

play has been removed. It should be just loose enough

to allow the wheel to turn. Clamp a dial indicator to the

caliper so that its button contacts the disc at a point about

1 inch from the outer edge. When the disc is turned, the

indicator reading should not exceed .002 inches. If runout

exceeds this amount the hub and disc assembly should

be replaced. Due to the close tolerances involved it is

not recommended that the front discs be machined or

serviced separately.

After checking the runout, readjust, the wheel bearings

as outlined in Section 3 of this manual.

Rear—Corvette Only

Check the rear wheel bearing end play, as outlined in

Section 4 of this manual. Then dial indicate the disc face.

If lateral runout of the disc exceeds the bearing end play

by .003 inches, the disc should be refaced (not to exceed

.040 inches) or replaced.

Removal

1.
Raise vehicle and remove wheel and tire assembly.

/ 2. Remove brake caliper as outlined in this section.

3.
Drill out the five rivets attaching the disc to the hub

or spindle.

4.
Remove brake disc from vehicle.

5. Complete the removal of the five rivets from the

hub or spindle.

Installation

1.
Install the disc to the hub or spindle aligning the lug

bolts with the holes in the disc.

CHEVROLET CHASSIS SERVICE MANUAL

ENGINE 6-21

CAUTION: Support cover
•
at sealing area.

(Tool J-971 may be used as support.)

Without Cover
Removal

1.
With crankshaft pulley and nub or torsional damper

removed, pry old seal out of cover from the front

with a large screw driver, being careful not to dam-

age the seal surface on the cover.

2.
Install new seal so that open end of seal is toward the

inside of cover and drive it into position with Tool

J-8340 (fig. 13L).

CAMSHAFT

Measuring Lobe Lift

NOTE: Procedure is similar to that used for

checking valve timing.. If improper valve

operation is indicated, measure the lift of each

push rod in consecutive order and record the

readings.

1.
Remove valve mechanism as outlined.

2.
Position indicator with ball socket adapter on push

rod (fig. 14L).

3.
Rotate the crankshaft slowly in the direction of rota-

tion until the lifter is on the heel of the cam lobe.

At this point, the push rod will be in its lowest

position.

4.
Set dial indicator on zero, then rotate the crankshaft

slowly, or attach an auxiliary starter switch and

"bump" the engine over, until the push rod is in the

fully raised position.

CAUTION: The primary distributor lead must

be disconnected from the negative post on the

coil and the ignition switch must be in the ON

position. Failure to do this will result in a

damaged grounding circuit in the ignition switch.
Fig.
15L - Timing Gear Marks

5.
Compare the total lift recorded from the dial indica-

tor with specifications.

6. Continue to rotate the crankshaft until the indicator

reads zero. This will be a check on the accuracy of

the original indicator reading.

7.
If camshaft readings for all lobes are within specifi-

cations, remove dial indicator assembly.

8. Install and adjust valve mechanism as outlined.

Removal

1.
Remove valve lifters as outlined,

2.
Remove crankcase front cover as outlined.

3.
Remove radiator as outlined in Section 13.

4.
Remove grille as outlined in Section 13.

5.
Remove fuel pump as outlined in Section 6M.

6. Align timing gear marks then remove the two cam-

shaft thrust plate bolts by working through holes in

Fig.
ML - Measuring Camshaft Lobe Lift
Fig.
16L - Checking Camshaft Gear Runout

CHEVROLET CHASSIS SERVICE MANUAL

ENGINE 6-22

the camshaft gear (fig. 15L).

7.
Remove the camshaft and gear assembly by pulling it

out through the front of the block.

NOTE: Support camshaft carefully when re-

moving so as not to damage camshaft bearings.

Installation

1.
Install the camshaft and gear assembly in the engine

block, being careful not to damage camshaft bearings

or camshaft.

2.
Turn crankshaft and camshaft so that the valve tim-

ing marks on the gear teeth will line up (fig. 15L).

Push camshaft into position. Install camshaft thrust

plate-to-block bolts and torque to specifications.

3.
Check camshaft and crankshaft gear run out with a

dial indicator (fig. 16L). The camshaft gear"run out

should not exceed,.004" and the crankshaft gear run

out should not exceed
.003".

4.
If gear mm out is excessive, the gear will have to be

removed and any burrs cleaned from the shaft or the

gear will have to be replaced.

5.
Check the backlash between the timing gear teeth

with a dial indicator (fig. 17L). The backlash should

not be less than .004" nor more than .006".

6. Install fuel pump as outlined in Section 6M.

7.
Install grille as outlined in Section 13.

8. Install crankcase front cover as outlined.

9. Install radiator as outlined in Section 13.

10.
Install valve lifters as outlined.

TIMING GEARS

Replacement

With camshaft removed, crankshaft gear may be re-

moved using Tool J-8105 (fig. 18L). To install crankshaft

gear use Tool J-5590 (fig. 19L). For camshaft gear re-

placement, refer to Section 6, "Camshaft Disassembly"

of the Overhaul Manual.
Fig.
18L
- Removing Crankshaft Gear

Fig.
19L- Installing Crankshaft Gear

FLYWHEEL

Removal

With transmission and/or clutch housing and clutch re-

moved from engine, remove the flywheel.

Installation

1.
Clean the mating surfaces of flywheel and crankshaft

to make certain there are no burrs.

2.
Install flywheel on crankshaft and position to align

dowel hole of crankshaft flange and flywheel (fig.

20L).

NOTE: On Automatic Transmission equipped

engines, the flywheel must be installed with the

flange collar to transmission side (fig. 20L).

3.
Install bolts and torque to specifications.

SYNCHROMESH
CONVERTER

BOLT AREA -

DEPRESSED
•RING

GEAR

TRANS.,

AUTOMATIC

Fig. 17L
—
Checking Timing Gear Backlash
Fig. 20L r Flywheel Installation (Typical)

CHEVROLET CHASSIS SERVICE MANUAL

ENGINE 6-36

Fig.
23V - Installing Crankshaft Sprocket

(283,
327
and
350)

8* Draw camshaft sprocket onto camshaft, using the

three mounting bolts. Torque to bolt specifications.

9. Lubricate timing chain with engine oil.

10.
Install crankcase front cover and torsional damper

as outlined.

CAMSHAFT

Measuring Lobe Lift

NOTE: Procedure is similar to that used for

checking valve timing. If improper valve opera-

tion is indicated, measure the lift of each push

rod in consecutive order and record the

readings.

1.
Remove valve mechanism as outlined.

2.
Position indicator with ball socket adapter on push

rod (fig. 26V).

3.
Rotate the crankshaft damper slowly in the direction

of rotation until the lifter is on the heel of the cam

lobe.
At this point, the push rod will be in its lowest

position.
Fig.
25V- Installing Timing Chain

Fig.
24V - Installing Crankshaft Sprocket

(396 and 427)
Fig.
26V - Measuring Camshaft Lobe Lift

CHEVROLET CHASSIS SERVICE MANUAL