engine CHEVROLET CAMARO 1967 1.G Chassis Workshop Manual
[x] Cancel search | Manufacturer: CHEVROLET, Model Year: 1967, Model line: CAMARO, Model: CHEVROLET CAMARO 1967 1.GPages: 659, PDF Size: 114.24 MB
Page 392 of 659
CLUTCH AND TRANSMISSIONS 7-33
from rolling. The pointer on the indicator quadrant
should line up properly with the range indicators in all
ranges.
OIL LEAKS
Before attempting to correct an oil leak, the actual
source of the leak must be determined. In many cases
the source of the leak can be deceiving due to "wind flow1 f
around the engine and transmission.
The suspected area should be wiped clean of all oil
before inspecting for the source of the leak. Red dye is
used in the transmission oil at the assembly plant and
will indicate if the oil leak is from the transmission.
The use of a "black light"* to identify the oil at the
source of leak is also helpful. Comparing the oil from
the leak to that on the engine or transmission dip stick
(when viewed by black light) will determine the source
of the leak.
Oil leaks around the engine and transmission are gen-
erally carried toward the rear of the car by the air
stream. For example, a transmission "oil filter tube
to case leak" will sometimes appear as a leak at the
rear of the transmission. In determining the source of
an oil leak it is most helpful to keep the engine running.
The mating surfaces of servo cover, converter housing,
transmission case and transmission case extension
should be carefully examined for signs of leakage. The
vacuum modulator must also be checked to insure that
the diaphragm has not ruptured as this would allow trans-
mission oil to be drawn into the intake manifold. Us-
ually, the exhaust will be excessively smoky if the
diaphragm ruptures due to the transmission oil added to
the combustion. The transmission case extension rear
oil seal should also be checked. All test plugs should be
checked to make sure that they are tight and that there
is no sign of leakage at these points. The converter
underpan should also be removed. Any appreciable quan-
tity of oil in this area would indicate leakage at the pump
square seal ring, pump seal assembly, or pump bolt
sealing washers.
BASIC PRESSURE CHECKS
Four basic pressure checks are used for diagnosis and
operational checks for the Aluminum Powerglide trans-
mission. All checks should be made only after thoroughly
warming up the transmission.
• Wide Open Throttle Upshift Pressure.
• Idle Pressure in "Drive" Range.
• Manual "Low" Range Pressure.
• "Drive" Range Overrun (Coast) Pressure.
It is not recommended that stall tests be conducted
which would result in engine vacuum falling below 10" Hg.
Pressure gauge hose connections should be made at
the low servo apply (main line) test point (fig. 14PG).
Run the gauge line into the driving compartment by
pushing aside the mast jacket seal. The line out of the
way of the drivers feet and connect to pressure gauge
J-21867.
• Wide Open Throttle Upshift Pressure Check
Refer to the pressure check chart for upshift pressure
SERVO APPLY
PRESSURE
Fig.
14PG - Pressure Test Plug
points as indicated on the lower servo apply (main line)
gauge.
• Idle Pressure in "Drive" Range
In addition tp the oil pressure gauges, a vacuum gauge
is needed for this check.
With the parking brake applied and the shift selector
lever in "Drive", low servo apply (main line) pressure
should be as shown on the pressure check chart.
If pressures are not within these ranges, the following
items should be checked for oil circuit leakage:
1.
Pressure regulator valve stuck.
2.
Vacuum modulator valve stuck.
3.
Hydraulic modulator valve stuck.
4.
Leak at low servo piston ring (between ring and
bore).
5.
Leak at low servo piston rod (between rod and bore).
6. Leak at valve body to case gasket.
7.
Leak at valve body gaskets.
8. Front pump clearances.
9. Check passages in transmission case for porosity.
• Manual "Low" Range Pressure Check
Connect a tachometer, apply the parking brake, place
the selector lever in "Low" range, and adjust the engine
speed to 1000 rpm with the car stationary.
Low servo apply (main line) pressure should be as
shown on the pressure check chart.
Pressures not within this range can indicate the fol-
lowing possibilities:
1.
Partially plugged oil suction screen.
2.
Broken or damaged ring low servo.
CHEVROLET CHASSIS SERVICE MANUAL
Page 393 of 659
CLUTCH AND TRANSMISSIONS 7-34
3.
Pressure regulator valve stuck.
4.
Leak at valve body to case gasket.
5.
Leak between valve body gaskets,.
6. Leak at servo center.
7.
Front pump clearances.
• Drive Range Overrun (Coast) Pressure
With the vehicle coasting in "Drive" range at 20-25
MPH with engine vacuum at approximately 20" Hg., low
servo apply (main line) pressure sttould be as shown on
the pressure check chart.
POWERGLIDE BASIC PRESSURE (MAINLINE) CHECK CHART
Engine
L-4 - 153 and
L-6 - 194
L-6 - 230
L-6 - 250
(Pass.)
L-6 - 250
(Taxi & Police)
V-8 - 283
V-8-327(2BBL Camaro)
V-8 - 327
&
427
V-8 - 396
V-8-327(W/RPO K-19)
V-8 - 350
Wide Open
Throttle
Upshift (psi)
93 - 104
96 - 112
91 - 105
96 - 112
90 - 105
91 - 107
104 - 119
104 - 119
99 - 113
91 - 106
Idle Pressure In
"Drive" Range
16"
Hg.
35-48
60 - 74
59 - 72
60 - 74
60 - 73
60 - 74
60 - 74
60 - 74
54 - 69
60 - 74
10"
Hg.*
60 - 71
88 - 101
84 - 95
88 - 101
86-98
88 - 101
88 - 101
88 - 101
83 - 95
88 - 101
Manual "Low"
Range
@
1000
RPM (psi)
105 - 118
124 - 139
105 - 118
124 - 139
115 - 128
124 - 139
124 - 139
124 - 139
109 - 124
124 - 139
Drive Range
Overrun (Coast)
@ 20 - 25 MPH
(20"
Hg.
Approx.) - psi
48 - 54
48 - 54
48 - 54
48 - 54
48 - 54
48 - 54
48 - 54
48 - 54
42 - 48
48 - 54
•Partially open throttle until vacuum reads 10" Hg.
CHEVROLET CHASSIS SERVICE MANUAL
Page 394 of 659
1967
SHIFT POINTS-POWERGLIDE
Chevrolet Models
(MPH)
Engine
Throttle
Position
Closed
"DefcenT
Touch
Full
Detent
L250 (Base)
3.36 Axle - 8.25
14 Tire
Up
13.5-16.8
40.8-50.0
49.5-56.9
Down
12.3-15.B
22.4-34.2
45.8-53.6
L250 (Base) Taxi
3.07 Axle- 8.15
15 Tire
Up
15.1-18.8
45.9-57.2
55.6-63.9
Down
13.8-17.7
24.7-38.0
51.2-60.0
L250 (Base) Police
3.31 Axle - 8.25
14 Tire
Up
13.7-17.0
41.5-51.7
50.2-57.7
Down
12.5-16.0
22.3-34.3
46.2-54.2
V283 (Base)
3.36 Axle - 8.25
14 Tire
Up
13.5-16.7
43.7-53.2
52.5-59.4
Down
12.4-15.8
15.3-23.1
49.2-56,5
V327 (L30)
3.08 Axle - 8.25
14 Tire
Up
15.0-18.5
53.8-65.1
65.8-73.5
Down
13.7-17.4
16.9-27.9
61.5-69.7
V327 (L30/K19)
3.08 Axle - 8.25
14 Tire
Up
15.0-18.5
53.8-65.1
65.8-73.5
Down
13.8-17.6
17.1-28.4
61.7-69.9
V396 (L35)
3.07 Axle - 8.25
14 Tire
Up .
15.1-18.6
54.0-65.3
66.0-73.8
Down
13.8-17.5
17.0-28.0
61.7-69.9
Chevelle Models (MPH)
Engine
Throttle
Position
Closed
"UHenf"
Touch
Full
Detent
L230 (L26)
3.08 Axle - 7.35
14 Tire
Up
14.0-17.4
42.3-52.8
51.3-59.0
Down
12.8-16.4
22.8-35.0
47.2-55.3
L250 (L22)
3.08 Axle- 7.35
14 Tire
Up
14.0-17.4
42.3-52.8
51.3-59.0
Down
12.8-16.4
23.3-35.4
47.5-55.6
V283 (Base)
3.08 Axle - 7.35
14 Tire
Up
14.0-17.4
45.3-55.2
54.4-61.5
Down
12.8-16.3
15.8-23.9
51.0-58.5
V327 (L30)
3.08 Axle - 7.35
14 Tire
Up
14.3-17.6
51.1-61.9
62.5-69.9
Down
13.0-16.6
16.1-26.5
58.5-66.2
V327 (L30/K19)
3.08 Axle - 7.35
14 Tire
Up
14.3-17.6
51.1-61.9
62.5-69.9
Down
13.2-16.7
16.2-27.0
58.7-66.4
V396 (L34)
3.31 Axle - F70
14 Tire
Up
13.9-17.1
56.7-68.8
70.7-78.5
Down
12.7-16.1
15.7-21.6
65.8-74.1
V396 (L35)
3.07 Axle - F70
14 Tire
Up
14.8-18.3
55.3-67.4
68.9-76.9
Down
13.5-17.2
16.7-20.8
64.1-72.6
Chevy II Models (MPH)
Engine
Throttle
Position
Closed
Detent
Touch
Full
Detent
L194 (Base) M35
3.08 Axle - 6.95
14 Tire
Up
13.1-16.9
39.8-49.8
48.2-55.6
Down
12.4-15.9
22.6-33.9
44.7-52.4
L194 (Base) C60
3.36 Axle - 6.95
14 Tire,
Up
12.4-15.5
36.5-45.6
44.2-51.0
Down
11.4-14.6
20.8-31.1
41.0-48.1
L250 (L22)
3.08 Axle - 6.95
14 Tire
Up
13.7-17.0
41.4-51.6
50.2-57.7
Down
12.5-16.0
22.8-34.7
46.4-54.4
V283 (Base)
Chevy II
3.08 Axle- 6.95
14 Tire
Up
13.8-17.1
46.1-56.0
55.3-62.5
Down
12.6-16.1
15.6-24.3
51.9-59.4
V283 (Base)
Super Sport
3.08 Axle - 6.95
14 Tire
Up
13.7-17.0
44.3-54.0
53.2-60.2
Down
12.5-16.0
15.5-23.4
49.9-57.3
V327 (L30)
3.08 Axle - 6.95
14 Tire
Up
14.0-17.2
50.0-60.5
61.1-68.3
Down
12.8-16.2
15.7-25.9
57.2-64.8
V327 (L3O/K19)
3.08 Axle - 6.95
14 Tire
Up ,
14.0-17.2
50.0-60.5
61.1-68.3
Down
12.9-16.3
15.9-26.4
57.4-65.0
Corvette Models
(MPH)
Comoro Models
(MPH)
Engine
Throttle
Position
Closed
Detent
Touch
Full
Detent
V327 (Hi. Perf.)
3.3*6
Axle - -7.75
15 Tire
Up
13.8-17.0
49.3-59.7
60.3-67.4
Down
12.6-16.0
15.5-25.5
56.4-63.9
V427 (L36)
3.36 Axle - 7.75
15 Tire
Up
13.8-17.0
55.7-66.9
68.1-75.6
Down
12.6-16.0
15.5-28.5
63.7-71.6
L230 (L26)
(M35
&
D55)
2.72 Axle - 7.35
14 Tire
Up
15.8-19.6
47.8-59.5
57.9-66.5
Down
14.4-18.5
25.7-39.5
53.2-62.4
L250 (L22)
(M35
&
D55)
2.73 Axle - 7.35
14 Tire
Up
15.8-19.6
47.8-59.5
57.9-66.9
Down
14.4-18.5
26.2-40.0
55.5-62.3
V327 (M35
&
D55)
2.73 Axle - 7.35
14 Tire
Up
16.1-19.9
57.7-69.8
70.5-78.8
Down
14.7-18.7
18.2-29.9
66.0-74.1
V327 (K19)
(M35
&
D55)
2.73 Axle - 7.35
14 Tire
Up
16.1-19.9
57.7-69.8
70.5-78.8
Down
14.8-18.8
18.3-30.4
66.7-74.9
V327 (Base) 28RL
2.73 Axle - 7.35
14 Tire
Up
16.9-18.3
56.7-63.4
68.4-71.9
Down
15.6-17.2
34.4-42.9
64.8-68.6
Page 395 of 659
CLUTCH AND TRANSMISSIONS 7-36
TURBO HYDRA-MATIC TRANSMISSION
INDEX
Page
General Description . . , . 7-36
Maintenance and Adjustments . 7-37
Transmission Fluid 7-37
Fluid Level Indicator 7-37
Shift Control Linkage Adjustment ........... 7-37
Neutral Safety Switch Adjustment 7-37
Draining and Refilling Transmission . . . 7-37
Pressure Regulator Valve 7-38
Control Valve Body . 7-39
Governor ..'.... 7-40
Modulator and Modulator Valve 7-40
Parking Linkage . . 7-40
Page
Rear Seal -. 7-40
Other Service Operations . . 7-40
Transmission Replacement 7-40
Turbo Hydra-Matic Diagnosis Procedure. ......... 7-41
Sequence . ; ; 7-41
Oil Level and Condition Check 7-41
Manual Linkage 7-41
Oil Leaks .' 7-41
Case Porosity - Repair ................ 7-42
Oil Pressure Check 7-42
Transmission Shift Points 7-42
Special Tools 7-43
GENERAL DESCRIPTION
The Turbo Hydra-Matic transmission is a fully auto-
matic unit consisting primarily of a 3-element hydraulic
torque converter and a compound planetary gear set.
Three multiple-disc clutches, one sprag unit, one roller
clutch and two bands provide the friction elements re-
quired to obtain the desired function of the compound
planetary gear set.
The torque converter couples the engine to the plane-
tary gears through oil and provides hydraulic torque
multiplication when required. The compound planetary
gear set produces three forward speeds and reverse.
The
3-
element torque converter consists of a pump or
driving member, a turbine or driven member, and a
stator assembly. The stator is mounted on a one-way
roller clutch which will allow the stator to turn clock-
wise but not counter-clockwise.
The torque converter housing is filled with oil and
is attached to the engine crankshaft by a flex plate and
always rotates at engine speed. The converter pump is
an integral part of the converter housing, therefore the
pump blades, rotating at engine speed, set the oil within
the converter into motion and direct it to the turbine,
causing the turbine to rotate.
As the oil passes through the turbine it is traveling in
such a direction that if it were not re-directed by the
stator it would hit the rear of the converter pump blades
and impede its pumping action. So at low turbine speeds,
the oil is re-directed by the stator to the converter pump
in such a manner that it actually assists the converter
pump to deliver power or multiply engine torque.
As turbine speed increases, the direction of the oil
leaving the turbine changes and flows against the rear
side of the stator vanes in a clockwise direction. Since
the stator is now impeding the smooth flow of oil, its
roller clutch releases and it revolves freely on its shaft.
Once the stator becomes inactive, there is no further
multiplication of engine torque within the converter. At
this point, the converter is merely acting as a fluid
coupling as both the converter pump and turbine are
being driven at approximately the same speed - or at a
one-to-one ratio.
A hydraulic system pressurized by a gear type pump
provides the working pressure required to operate the
friction elements and automatic controls.
External control connections to transmission are:
Manual Linkage
Engine Vacuum
12 Volt Electrical
Signal
To select the desired op-
erating range.
To operate a vacuum mod-
ulator unit.
To operate an electrical
detent solenoid.
A vacuum modulator is used to automatically sense
any change in the torque input to the transmission. The
vacuum, modulator transmits this signal to the pressure
regulator for line pressure control, to the 1-2 accumula-
tor valve, and to the shift valves so that all torque re-
quirements of the transmission are met and smooth
shifts are obtained at all throttle openings.
The detent solenoid is activated by an alectric switch
on the carburetor. When the throttle is fully opened, the
switch on the carburetor is closed, activating the detent
solenoid and. causing the transmission to downshift at
speeds below approximately 70 MPH.
The selector quadrant has six selector positions: P,R,
N,D,
L2,L1.
P.
*
- Park position positively locks the output shaft to
the transmission case by means of a locking pawl
to prevent the vehicle from rolling in either di-
rection. The engine may be started in Park
position.
R. - Reverse enables the vehicle to be operated in a
reverse direction.
N.
- Neutral position enables the engine to be started
and run without driving the vehicle.
D,
- Drive Range is used for all normal driving condi-
tions and maximum economy. Drive Range has
three gear ratios, from the starting ratio to
direct drive. Detent downshifts are available by
depressing the accelerator to the floor.
L2.
- L2 Range has the same starting ratio as Drive
Range, but prevents the transmission from shift-
ing above second speed to retain second speed
acceleration when extra performance is desired.
L2 Range can also be used for engine braking.
L2 Range can be selected at any vehicle speed,
and the transmission will shift to second gear and
remain in second until the vehicle speed or the
throttle are changed to obtain first gear operation
in the same manner as in D Range.
CHIVROLET CHASSIS SERVICE MANUAL
Page 396 of 659
CLUTCH AND TRANSMISSIONS 7-37
LI.
- LI Range can be selected at any vehicle speed,
and the transmission will shift to second gear
and remain in second until vehicle speed is re-
duced to approximately 40 MPH, .depending on
axle ratio. LI Range position prevents the trans-
mission from shifting out of first gear.
It is very important that any communication concerning
the Turbo Hydra-Matic always contain the transmission
serial number and that all transmission parts returned
to Chevrolet Motor Division always be tagged with the
transmission serial number.
MAINTENANCE AND ADJUSTMENTS
TRANSMISSION FLUID
Transmission fluid level should be checked with trans-
mission warm and selector lever in "P" Park position,
every time engine oil level is checked or as specified in
Section 0 when engine oil is changed.
CAUTION: Since the Turbo Hydra-Matic trans-
mission is very sensitive to oil level, special
precautions should be taken when checking the
oil level, to insure against an overfifE
Transmission fluid should be changed as specified in
Section 0.
FLUID LEVEL INDICATOR
The fluid level indicator is located in the filler pipe at
the right rear corner of the engine. To bring the fluid
level from the add mark to the full mark add 1 pint.
Fluid level should be to the full mark with transmission
at normal operating temperature. With cold fluid the
level should be at the add mark or slightly below.
SHIFT CONTROL LINKAGE ADJUSTMENT
Adjust linkage as shown below and in Figure 2.
1.
The shift tube and lever assembly must be free in the
mast jacket See Section 9 for alignment of steering
column assembly if necessary.
2.
To check for proper shift linkage adjustment, lift the
transmission selector lever towards the steering
wheel. Allow the selector lever to be positioned in
drive (D) by the transmission detent.
NOTE: Do not use the indicator pointer as a
reference to position the selector lever. When
performing linkage adjustment, pointer is ad-
justed last.
3.
Release the selector lever. The lever should be in-
hibited from engaging low range unless the lever is
lifted.
4.
Lift the selector lever towards the steering wheel,
and allow the lever to be positioned in neutral (N) by
the transmission detent.
5.
Release the selector lever. The lever should now be
inhibited from engaging reverse range unless the
lever is lifted.
6. A properly adjusted linkage will prevent the selector
lever from moving beyond both the neutral detent,
and the drive detent unless the lever is lifted to pass
over the mechanical stop in the steering column.
See schematic diagram.
7.
In the event that an adjustment is required, place the
selector lever in drive (D) position as determined by
the transmission detent. See Steps 2 and 3.
8. Loosen the adjustment swivel at the cross-shaft, and
rotate the transmission lever so that it contacts the
drive stop in the steering column.
9. Tighten the swivel and recheck the adjustment. See
Steps 2 and 6. -
l(h Readjust indicator needle if necessary to agree with
the transmission detent" positions. See Section 9.
11.
Readjust neutral safety switch if necessary to pro-
vide the correct relationship to the transmission de-
tent positions. See Section 12.
12.
When properly adjusted the following conditions must
be met by manual operation of the steering column
shift lever:
a. From reverse to drive position travel, the trans-
mission detent feel must be noted and related to
indicated position on dial.
b.
When in drive and reverse positions, pull lever
rearward (towards steering wheel) and then re-
lease. It must drop back into position with no
restrictions.
NEUTRAL SAFETY SWITCH ADJUSTMENT
The neutral safety switch must be adjusted so that the
car will start in the park or neutral position, but will not
start in the other positions. For replacement refer to
Section 12 of this Manual.
DRAINING AND REFILLING TRANSMISSION
Drain oil immediately after operation before it has had
an opportunity to cool.
To drain oil proceed as follows:
1.
Remove bottom pan attaching screws, pan, and gas-
ket.
2.
Remove oil strainer. Remove "O" ring seal from
pick-up pipe and discard.
3.
Discard strainer if dirty.
4.
Install new "O" ring seal on pick-up pipe and install
strainer and pipe assembly.
5.
Thoroughly clean bottom pan.
6.. Affix new gasket to bottom pan with petroleum jelly.
7.
Install bottom pan with attaching screws and torque
to specifications;
8. If only the pan has been removed, pour approximately
7-1/2 pints of fluid into the transmission. If the
valve body has also been removed use 9-1/2 pints.
After a complete overhaul approximately 19 pints
are required. Be sure container, spout, or funnel is
clean.
9. Start engine and let idle (carburetor off fast idle
step).
Place selector lever in P position and apply
hand brake.
10.
With transmission warm (approximately 150°F), add
fluid to bring level to full mark on indicator.
CAUTION: Do not overfill. Foaming will re-
sult.
CHEVROLET CHASSIS SERVICE MANUAL
Page 399 of 659
CLUTCH AND TRANSMISSIONS 7-40
pipes.
If
care
is
taken
in
removing control valve
body
the six (6)
check balls will stay
in
place above
the spacer plate.
CAUTION:
Do not
drop manual valve.
5. Remove
the
governor pipes
and
manual valve from
control valve body.
Installation
Installation
of the
control valve body
is the
reverse
of
the removal.
GOVERNOR
Removal
.
1.
Remove governor cover attaching screws, cover,
and
gasket.
2.
Discard gasket.
3.
Withdraw governor assembly from case.
Installation
Installation
of the
governor assembly
is the
reverse
of
the removal.
Use a new
gasket under
the
governor
cover.
MODULATOR AND MODULATOR VALVE
Removal
1.
Remove modulator assembly attaching screw
and
retainer.
2.
Remove modulator assembly from case. Discard
"O"
ring seal.
3.
Remove modulator valve from case.
Installation
Installation
of the
modulator assembly
and
modulator
valve
is the
reverse
of the
removal.
Use a new
"O" ring
seal
on the
modulator assembly.
PARKING LINKAGE
Removal
1.
Remove bottom
pan and oil
strainer.
2.
Unthread
jam nut
holding detent lever
to
manual
shaft.
3.
Remove manual shaft retaining
pin
from case.
4.
Remove manual shaft
and jam nut
from case.
NOTE:
DO NOT
remove manual shaft seal
un-
less replacement
is
required.
5. Remove parking actuator
rod and
detent lever
as-
sembly.
6. Remove parking pawl bracket attaching screws
and
bracket.
7. Remove parking pawl return spring.
NOTE:
The
following steps should
not be com-
pleted unless part replacement
is
required.
8. Remove parking pawl shaft retainer.
9.
Remove parking pawl shaft,
cup
plug, parking pawl
shaft, and parking pawl.
Installation
Installation
of the
parking linkage
is the
reverse
of the
removal.
Use new
seal
and cup
plug,
if
removed,
and
new bottom
pan
gasket.
REAR SEAL
Removal
1.
Remove propeller shaft.
2.
Pry
seal
out
with screw driver.
Installation
1.
Using Tool J-5154
or
J-21359 install
new
seal.
2.
Re-install propeller shaft.
OTHER SERVICE WITH TRANSMISSION IN VEHICLE
The following operations when done
as
single opera-
tions
and not as
part
of a
general overhaul should,
as a
practical matter,
be
performed with
the
transmission
in
the.
vehicle. Refer
to the
"Transmission Disassembly
and Reassembly" section
of the
Overhaul Manual
for
service procedures.
a. Oil
filler pipe
and
"O"
ring seal.
b.
Oil pan
and
gasket.
c. Down shift solenoid
or
connector.
d. Valve body spacer plate, gasket
and
check balls.
e. Front accumulator piston.
f.
Rear servo
and
rear accumulator assembly.
g.
Rear band apply checking with Tool J-21370.
Ji.
Front servo assembly.
i. Speedo driven gear.
j.
Case extension
or
gasket.
k.
Strainer
and
"O"
ring.
TRANSMISSION REPLACEMENT
Before raising
the car,
disconnect
the
battery
and re-
lease
the
parking brake.
1.
Remove propeller shaft.
8.
2.
Disconnect speedometer cable, electrical lead to case
9.
connector, vacuum line
at
modulator,
and oil
cooler
10.
pipes.
3.
Disconnect shift control linkage.
4.
Support transmission with suitable transmission jack.
11.
5. Disconnect rear mount from frame crossmember.
6. Remove
two
bolts
at
each
end of
frame crossmember
12.
and remove crossmember.
7. Remove
oil
cooler lines, vacuum modulator line,
speedo cable,
and
detent solenoid connector wire
at
transmission.
Remove converter under
pan.
Remove converter
to
flywheel bolts.
Loosen exhaust pipe
to
manifold bolts approximately
1/4
inch,
and
lower transmission until jack
is
barely
supporting
it.
Remove transmission
to
engine mounting bolts
and
remove
oil
filler tube
at
transmission.
Raise transmission
to its
normal position, support
engine with jack
and
slide transmission rearward
from engine
and
lower
it
away from vehicle.
CHEVROLET CHASSIS SERVICE MANUAL
Page 400 of 659
CLUTCH AND TRANSMISSIONS 7-41
CAUTION: Use converter holding ToolJ-5384
when lowering transmission or keep rear of
transmission lower than front so as not to lose
converter.
The installation of the transmission is the reverse of
the removal.
TURBO HYDRA-MATIC DIAGNOSIS PROCEDURE
Accurate diagnosis of transmission problems begins
with a thorough understanding of normal transmission
operation. In particular, knowing which units are in-
volved in the various speeds or shifts so that the specific
units or circuits involved in the problem can be isolated
and investigated further. Analytical diagnosis will pro-
tect the technician from come backs and certainly will
improve owner satisfaction.
An important and often overlooked aspect of diagnosis
is finding out specifically what the customer is com-
plaining of. For this purpose a short ride with the cus-
tomer will often prove beneficial. It may be found that
the condition the customer wants corrected is standard
and should not be altered.
The following sequence, based on field experience, pro-
vides the desired information quickly and in most cases
actually corrects the malfunction without requiring the
removal of the transmission. Details of the items listed
in this sequence are covered further in the text.
SEQUENCE FOR TURBO HYDRA-MATIC
DIAGNOSIS PROCEDURE
1.
Check oil level and condition.
2.
Check and correct detent switch.
3.
Check and correct vacuum line and fittings.
4.
Check and correct manual linkage.
OIL LEVEL AND CONDITION CHECK
Always check the oil level before road testing. Oil
must be visible on dip stick prior to operating the ve-
hicle. Erratic shifting, pump noise, or other malfunc-
tions can in some cases be traced to improper oil level.
Oil level should be checked with the selector lever in
the Park (P) position, engine running, and the vehicle on
level pavement.
Fluid level should be to the FULL mark with the trans-
mission at normal operating temperature (170°-190°
F.).
With warm fluid (room temperature), the level should be
at or slightly below the ADD mark.
If oil level was low, refer to Oil Leaks.
The condition of the oil is often an indication of whether
the transmission should be removed from the vehicle, or
to make further tests. When checking oil level, a burned
smell and discoloration indicate burned clutches or bands
and the transmission will have to be removed.
MANUAL LINKAGE
Manual linkage adjustment and the associated neutral
safety switch are important from a safety standpoint
The neutral safety switch should be adjusted so that the
engine will start in the Park and Neutral positions only.
With the selector lever in the Park position, the park-
ing pawl should freely engage and prevent the vehicle
from rolling. The pointer on the indicator quadrant
should line up properly with the range indicators in all
ranges.
OIL LEAKS
Before attempting to correct an oil leak, the actual
source of the leak must be determined. In many cases,
the source of the leak can be deceiving due to "wind flow"
around the engine and transmission.
The suspected area should be wiped clean of all oil be-
fore inspecting for the source of the leak. Red dye is
used in the transmission oil at the assembly plant and
will indicate if the oil leak is from the transmission.
. The use of a "black light"* to identify the oil at the
source of leak is also helpful. Comparing the oil from
the leak to that on the engine or transmission dip stick
(when viewed by black light) will determine the source
of the leak.
Oil leaks around the engine and transmission are gen-
erally carried toward the rear of the car by the air
stream. For example, a transmission "oil filler tube to
case leak" will sometimes appear as a leak at the rear of
the transmission. In determining the source of an oil
leak it is most helpful to keep the engine running.
POSSIBLE POINTS OF OIL LEAKS
• 1. TRANSMISSION OIL PAN LEAK
a. Attaching bolts not correctly torqued.
b.
Improperly installed or damaged pan gasket.
c. Oil pan gasket mounting face not flat.
2.
REAR EXTENSION LEAK
a. Attaching bolts not correctly torqued.
b.
Rear seal assembly — damaged or improperly
installed.
c. Gasket seal — (extension to case) damaged or
improperly installed.
d. Porous casting.
3.
CASE LEAK
a. Filler pipe "O" ring seal damaged or missing;
misposition of filler pipe bracket to engine —
"loading" one side of
"O"
ring.
b.
Modulator assembly "O" ring seal
—
damaged or
improperly installed.
c. Governor cover, gasket and bolts — damaged,
loose; case face leak.
d. Speedo gear
—
"O" ring damaged.
e. Manual shaft seal — damaged, improperly in-
stalled.
f. line pressure tap plug — stripped, shy sealer
compound.
g. Parking pawl shaft cup plug
—
damaged, improp-
erly installed.
h. Vent pipe (refer to Item 5).
i. Porous case.
4.
FRONT END LEAK
a. Front seal - damaged (check converter neck for
nicks,
etc., also for pump bushing moved for-
ward);
garter spring missing from pump to con-
verter seaL
b.
Pump attaching bolts and seals
—
damaged, miss-
ing, bolts loose.
CHEVROLET a
SERVICE
Page 401 of 659
CLUTCH AND TRANSMISSIONS 7-42
c. Converter
—•
leak in weld.
d. Pump tfO" ring seal — damaged. (Also check
pump groove and case bore.)
e. Porous casting (pump or case).
5. OIL COMES OUT VENT PIPE
a. Transmission over-filled.
b.
Water in oil.
c. Pump to case gasket mispositioned.
d. Foreign material between pump and case, or be-
tween pump cover and body.
e. Case — porous, pump face improperly machined.
f. Pump — shy of stock on mounting faces, porous
casting.
CASE POROSITY-REPAIR
Transmission leaks caused by aluminum case porosity
have been successfully repaired with the transmission in
the vehicle by using the following procedure.
1.
Road test and bring the transmission to operating
temperature.
2.
Raise the car and, with the engine running, locate the
source of the oil leak. Check for leaks in all operat-
ing positions.
NOTE:
The use of a mirror will be helpful in
finding leaks.
3.
Shut off engine and thoroughly clean area with a sol-
vent and air dry.
4.
Using the instruction of the manufacturer, mix a suf-
ficient amount of epoxy cement, part #1360016, to
make the repair.
5. While the transmission is still hot, apply the epoxy
to the area, making certain that the area is fully
covered.
6. Allow epoxy cement to dry for three hours and re-
test for leaks, as outlined in Steps 1 and 2.
OIL PRESSURE CHECK
With Car Stationary
Transmission oil pressure gauge and engine tachome-
ter should be connected and the oil pressures should
check as follows:
1.
Pressures indicated below are at 0 output speed with
the vacuum modulator tube disconnected and with en-
gine at 1200 rpm.
Approximate
Altitude of Check
(Ft. above sea level)
0
2,000
4,000
6,000
8,000
10,000
12,000
14,000
Drive
Neutral
Park
150
150
145
138
132
126
121
116
LI
or
L2
150
150
150
150'
150
150
150
150
Reverse
244
233
222
212
203
194
186
178
2.
Pressures indicated below are with the vacuum tube
connected for normal modulator operation, and with
the engine at 1200 rpm.
NOTE:
Pressures are not significantly affected
by altitude or barometric pressure when the
vacuum tube is connected.
Drive, Neutral, Park Ll or L2 Reverse
70 150 107
TURBO HYDRA-MATIC SHIFT POINTS
Engine
Throttle
Position
Closed
Detent
Touch
Thru
Detent
V327 (L30)
2.73 Axle - 8.25 - 14 Tire
•1-2 Up
7.7-11.5
36.4-50.1
2-1 Dn
10.9-6.9
74.8-91.4
2-3 Up
17.5-22.6
85.1-67.6
3-2 Dn
19.5-14.6
43.3-26.6
Chevrolet Models
(MPH)
V396 (L35)
2.73 Axle - 8.25 - 14 Tire
1-2 Up
8.0-12.9
38.4-55.9
2-1 Dn
10.3-4.3
45.6-25.2
2-3 Up
17.2-27.8
/
74.8-91.7
3-2 Dn
18.3-12.6
83.7-65.0
V427 (L36)
2.73 Axle - 8.25 - 14 Tire
1-2 Up
8.6-12,6
44.1-58.5
2-1 Dn
1-1.7-6.6
45.8-27.2
2-3 Up
17.5-30.7
81.1-99.4
3-2 Dn
18.9-14.3
92.6-73.4
Chevelle Models (MPH)
Throttle
Position
Closed
Detent
Touch
Thru
Detent
V396(L34)
3.07 Axle - F70 - 14 Tire
1-2 Up
7.4-10.9
38.1-50.4
2-1 Dn
9.6-5.7
39.5-23.5
2-3 Up
15.1-26.4
69.9-85.7
3-2 Dn
16.3-12.4
79.8-63.3
CHEVROLET CHASSIS SERVICE MANUAL
Page 409 of 659
FUEL TANK AND EXHAUST SYSTEMS 8-3
CAUTION: Always drain gasoline from com-
plete fuel system including carburetor, fuel
pump and all fuel lines and fuel tank if the vehi-
cle is to be stored for any appreciable length of
time. This precaution will prevent accumulation
of gum formation and resultant poor engine
performance.
Removal and Installation (Except Station Wagon)
1.
Drain fuel tank.
2.
Raise vehicle.
3.
Disconnect fuel pickup line, ground wire.
4.
Disconnect meter wire at rear harness connector.
5. Disconnect vent pipe hose.
6. Remove tank support straps and lower tank carefully.
7. To install, reverse the removal procedure.
Removal and Installation (Station Wagon)
1.
Drain fuel tank.
2.
Raise vehicle.
3.
Remove gas tank shield at the back of the left rear
wheel; remove all screws including the screw
attachment at the bottom of the quarter panel.
4.
Disconnect fuel pickup line and gauge wires from
tank unit.
5. Remove ground wire attaching bolt at body location.
6. Remove strap assembly nut and carefully lower tank.
7. Reverse removal procedure to install.
FUEL LINES (Fig. 3)
The fuel lines extend from the fuel tank pickup to fuel
pump are routed on the underside of the right side of the
CAM
METER ASSY
GASKET
METER ASSY
ALL EXCEPT WAGONS
Fig.
4—Gauge Unit Assembly
CHEVROLET CHASSIS SERVICE MANUAL
Page 411 of 659
FUEL TANK
AND
EXHAUST SYSTEMS
8-5
EXHAUST SYSTEMS
INDEX
Page
General Description
. . 8-5
Component Part Replacement
8-5
Muffler Assembly.
8-5
Exhaust Pipes.
8-5
Tail Pipes.
8-5
GENERAL DESCRIPTION
All exhaust systems used
on the 1967
Chevrolet
are
exhaust systems
(fig. 7) are
available
as
regular produc-
the split system type
in
which the. component parts
are
tion equipment
on the 427 cu. in.
displacement
V-8 en-
secured together with clamps.
The
single exhaust system gines
and as an
option
on the
other (except
283 cu. in.)
used
on L-6
engine models
(fig. 6)
consists
of an
exhaust
V-8
engines. These systems consist
of two
exhaust
pipe, muffler, tailpipe
and
attaching hardware.
On V-8
pipes, mufflers, tailpipes with resonators
and
attaching
engine single exhaust models
a
crossover pipe
is
added hardware.
All
exhaust systems
are
suspended on brackets
to connect
the
right exhaust manifold
to the
system. Dual with insulators
for
rattle free operation.
COMPONENT PART REPLACEMENT
Care should
be
taken
to
have
the
exhaust pipe, muffler
or tail pipe
in
proper relation with each other. Incorrect
alignment frequently causes annoying rattles
due to in-
correct clearances.
MUFFLER ASSEMBLY
Remove
and
Replace
1.
Remove "U" bolt clamp
at
center mounting.
2.
Remove
"U"
bolt clamp
at
forward
end of
muffler
pipe.
3.
Disengage muffler
at
exhaust
and
tail pipe
connections.
4.
Three-fourths inch clearance should
be
allowed
be-
tween
the
muffler bracket (hanger)
and
crossmember
at installation.
5. Install unit with
the
flat side
of the
muffler showing.
EXHAUST PIPE (CROSSOVER WITH
V-8
ENGINE)
Remove
and
Replace
1.
Remove
two
nuts, extension
and
packings-separate
pipe from manifold.
2.
3.
Disassemble
pipe.
"U"
damp from muffler
and
remove
Attach pipe
to
muffler, then secure
to
manifold. Note
clearances
for the
standard
and
automatic control
linkages, underbody
and
crossmember. Contact
of
exhaust pipe
to
engine panrail
is
permissible.
4.
Tighten nuts uniformly.
TAIL PIPE AND/OR RESONATOR
Remove
and
Replace
1.
Remove
"U"
clamp attachment
at
muffler.
2.
Remove screw attachment
at
tail pipe rear hanger
assembly.
3.
Remove tail pipe.
4.
Replace tail pipe
at
muffler, then install
at
hanger
Do
not
secure attachments until clearances have been
checked. Check position
of
hanger
so
that interplates
are parallel.
5. Torque nuts
7-9 ft. lbs. at
hanger
and 10-15 ft. lbs.
at muffler.
CHEVROLET CHASSIS
SEI