ESP CHEVROLET CAMARO 1967 1.G Chassis User Guide

ENGINE 6-2

remotely at the starter, with a special jumper

cable or other means, 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.

3.
Crank engine through at least four compression

strokes to obtain highest possible reading.

4.
Check and record compression of each cylinder.

5.
If one or more cylinders read low tor uneven, inject

about a tablespoon of engine oil on top of pistons

in low reading cylinders (through spark plug

port).
Crank engine several times and recheck

compression.

• If compression comes up but does not necessarily

reach normal, rings are worn.

• If compression does not improve, valves are

burnt, sticking or not seating properly.

• If two adjacent cylinders indicate low compres-

sion and injecting oil does not increase compres-

sion, the cause may be a head gasket leak between

the cylinders. Engine coolant and/or oil in cylin-

ders could result from this defect.

NOTE: If a weak cylinder cannot be located

with the compression check, see "Cylinder Bal-

ance Test" under "Additional Checks and Adjust-

ments" in this section.

Service and Install Spark Plugs (Fig. 2)

1.
Inspect each plug individually for badly worn elec-

trodes,
glazed, broken or blistered porcelains and

replace plugs where necessary. Refer to spark plug

diagnosis information presented in Section 6Y for an

analysis of plug conditions.

2.
Clean serviceable spark plugs thoroughly, using an

abrasive-type cleaner such as sand blast. File the

center electrode flat.

3.
Inspect each spark plug for make and heat range. All

plugs must be of the same make and number.

4.
Adjust spark plug gaps to specifications using a

round feeler gauge.
PORCELAIN

INSULATOR

INSULATOR CRACKS

OFTEN OCCUR HERE

CENTER ELECTRODE

[FILE FLAT WHEN

ADJUSTING GAP-

[DO NOT BEND!
(PROPER GAP)

(BEND TO ADJUST GAP)

CAUTION:

adjust gap.
Fig.
2 - Spark Plug Detail

Never bend the center electrode to

Always adjust by bending ground or

side electrode.

If available, test plugs with a spark plug tester.

Inspect spark plug hole threads and clean before in-

stalling plugs. Corrosion deposits can be removed

with a 14 mm. x 1.25 SAE spark plug tap (available

through local jobbers) or by using a small wire brush

in an electric drill. (Use grease on tap to catch

chips.)

ADJUST DWELL

ANGLE SETTING OR

POINT OPENING

Fig.
1 - Checking Compression
Fig.
3 - Distributor (In Line)

CHEVROLET CHASSIS SERVICE MANUAL

ENGINE FUEL 6M-5

3.
Disconnect choke rod or choke cable.

4.
Disconnect accelerator linkage.

5.
If equipped with Automatic transmission, discon-

nect TV linkage.

6. Remove carburetor attaching nuts and/or bolts and

remove carburetor.

Test Before Installation -

It is good shop practice to fill the carburetor bowl

before installing the carburetor. This reduces the strain

on the starting motor and battery and reduces the pos-

sibility of backfiring while attempting to start the engine.

A fuel pump clamped to the bench, a small supply of fuel

and the necessary fittings enable the carburetor to be

filled1 and the operation of the float and'intake needle and

seat to be checked. Operate the throttle several times

and check the discharge from the pump jets before in-

stalling the carburetor.

Installation

1.
Be certain throttle body and intake manifold sealing

surfaces are clean.

2.
Install new carburetor to manifold flange gasket (if

required).

3.
Install carburetor over manifold studs.

4.
Start vacuum and fuel lines at carburetor.

5.
Install attaching nuts and/or bolts and tighten

securely.

6. Tighten fuel and vacuum lines.

7.
Connect and adjust accelerator and TV linkage.

8. Connect choke tube or choke rod.

9. Adjust idle speed and mixture, then install air

cleaner. #

Fuel Filter Maintenance

1.
Disconnect fuel line connection at inlet fuel filter

nut.

2.
Remove inlet fuel filter nut from carburetor with a

1"
box wrench or socket.

3.
Remove filter element and spring (fig. 4c).
Fig. 5C-Choke Coil-L6 Engine

4.

Fig. 4C-Fuel Filter
Check element for restriction by blowing on cone

end, element should allow air to pass freely.

5.
Clean element by washing in solvent and blowing out.

Blow in opposite direction of fuel flow.

NOTE: Element should be replaced if plugged

or if flooding ocpurs. A plugged filter will

result in a loss of engine power or rough (pul-

sating) engine feel, especially at high engine

speeds.

6. Install element spring, then install element in car-

buretor so small section of cone faces out.

7.
Install new gasket on inlet fitting nut then install

nut in carburetor and tighten securely.

8. Install fuel line and tighten connector.

Choke Coil Replacement

L6 Engines (Fig. 5c)

1.
Remove air cleaner then disconnect choke rod upper

clip.

2.
Remove bolts attaching choke coil to manifold, then

remove choke coil and choke rod as an assembly.

3.
Disconnect choke rod from choke coil.

4.
Connect choke rod to new choke coil and install as-

sembly on manifold.

5.
Install bolts and tighten securely.

6. Adjust and connect choke rod as outlined.

7.
Start and warm-up the engine then check operation

of choke and install air cleaner.

V8 Engines (Fig. 6c)

1.
Remove air cleaner then disconnect choke rod upper

clip.

2.
Remove choke coil as follows:

WITH ROCHESTER 2GV CARBURETOR

• Remove the choke coil shield by prying with a

screw driver in the cut out provided then re-

move the choke rod.

CHEVROLET CHASSIS SERVICE MANUAL

AIR INJECTOR REACTOR SYSTEM
6T-3

MIXTURE

CONTROL

VALVE

SIGNAL

PUMP PRESSURE

(MIXTURE VALVE INLET)

PUMP PRESSURE

(AIR MANIFOLD INLET)

IN LINE
AIR INJECTION

PUMP INLET

MIXTURE

CONTROL

VALVE

SIGNAL

MIXTURE

CONTROL

VALVE

OUTLET

MIXTURE

CONTROL

VALVE

INLET
AIR INJECTION

PUMP INLET

V8 (TYPICAL)
PUMP PRESSURE

(AIR MANIFOLD INLET)

MIXTURE CONTROL

VALVE INLET

MIXTURE CONTROL

VALVE SIGNAL

AIR INJECTION

PUMP INLET

PUMP PRESSURE^

(AIR MANIFOLD

J

MIXTURE CONTROL

VALVE OUTLET
V8 (396-427)

Fig.
4—Air Manifold Hose and Tube Routing (Typical)
a straight pipe thread.
Do
not use
a 1/4"
tapered

pipe
tap. The
hoses
of
the
Air
Injection Reactor

System
are a
special material
to
withstand high

temperature.
No
other type hose should
be

substituted.

• Install
new
hose(s) and/or tube(s), routing them
as

when removed.

• Tighten
all
connections.

NOTE:
Use
anti seize compound
on
threads
of

the
air
manifold
to
exhaust manifold
or
cylinder

head connections.

NOTE:
On
Chevy
n
vehicles equipped with
a

V8 engine,
the air
injection tubes
are
part
of the

air manifold
and
care must
be
used
in
removing

them from
the
exhaust manifold.
It may be

necessary
to
remove
the
exhaust manifold
and

use penetrating
oil on the
injection tubes before

the
air
manifold can
be
removed.

Check Valve

Inspection

•
The
check valve should
be
inspected whenever
the

hose
is
disconnected from
the
check valve
or
when-

ever check valve failure
is
suspected. (A pump that

,
had
become inoperative and had shown indications
of

having exhaust gases
in the
pump would indicate

check valve failure)..

• Orally blow through
the
check valve (toward
air

manifold) then attempt
to
suck back through check

valve. Flow should only
be in one
direction (toward

the
air
manifold).

Replacement

• Disconnect pump outlet hose
at
check valve. Remove

check valve from
air
manifold, being careful not
to

bend
or
twist
air
manifold.

Mixture Control Valve

Inspection

• Check condition
and
routing
of all
lines especially

the signal line.
A
defective signal
or
outlet line will

cause malfunctioning
of the
mixture control valve.

• Disconnect pump
to
valve inlet hose
at
pump.

• Leaking valve will
be
indicated
by an air
gushing

noise coming from
the
hose. Place palm
of
hand over

hose; little
or no
pull with
a
gradual increase
is

normal.
If
immediate strong pull
is
felt
or air
noise

is heard, valve
is
defective
and
should
be
replaced.

• Open
and
close throttle rapidly.
Air
noise should
be

evident
and
then gradually decrease. Check
for

proper valve usage.
If
strong pull
is not
felt
im-.

mediately
or air
noise
is not
present, valve
is not

functioning properly and should be replaced.

•
A
noisy valve should be replaced.

Replacement

• Disconnect
the
signal line,
air
inlet
and air
outlet

hoses then remove
the
valve.

• Install
new
valve
and
connect
air
outlet,
air
inlet

and signal line hoses.

CAUTION: Mixture control valves, though

similar
in
appearance
are
designed
to
meet

particular requirements
of
various engines,

therefore,
be
sure
to
install
the
correct valve.

CHEVROLET CHASSIS SERVICE MANUAL

ENGINE-ELECTRICAL 6Y-6

DO NOT SUCK

IN TOO MUCH

ELECTROLYTE

FLOAT MUST

BE FREE

TAKE READING

AT EYE LEVEL
• Be sure there are not foreign objects in the carrier,

so that the new Battery will rest properly in the

bottom of the carrier.

• Tighten the hold-down evenly until snug (60-80 in.

lbs.).
Do not draw down tight enough to distort or

crack the case or cover.

• Be sure the cables are in good condition and the

terminal clamps are clean and tight. Make sure the

ground cable is clean and tight at engine block or

frame.

• Check polarity to be sure the Battery is not reversed

with respect to the generating system.

Fig.
7b—Testing Specific Gravity

Fig.
8b--Battery Installation (Corvette Shown)

CHEVROLET CHASSIS SERVICE MANUAL

ENGINE-ELECTRICAL 6Y-28

terminals on eoil. On Corvettes equipped with radio,

remove bolts securing ignition shield over distribu-

tor and coil.

2.
Pull high tension wire from center terminal of coil.

3.
Remove the two coil support mounting bolts or loosen

friction clamp screw and remove coil.

4.
Place new coil in position and install attaching bolts

or tighten clamp screw.

5.
Place high tension lead securely in center terminal

of coil and connect ignition switch and distributor

primary leads to terminals on coil. Replace ignition

shield on Corvettes.

6. Start engine and test coil operation.

IGNITION PULSE AMPLIFIER

DISASSEMBLY

To check the amplifier for defective components, pro-

ceed as follows:

1.
Remove the bottom plate from the amplifier.

2.
To aid in reassembly, note the locations of the lead

connections to the panel board.

3.
Remove the three panel board attaching screws, and

lift the assembly from the housing.

4.
To aid in reassembly, note any identifying markings

on the two transistors and their respective locations

on the panel board and heat sink assembly.

5.
Note the insulators between the transistors.and the

heat sink, and the insulators separating the heat sink

from the panel board.

6. Remove the transistor attaching screws, and sepa-

rate the two transistors and heat sink from the panel

board.

7.
Carefully examine the panel board for evidence of

damage.

MOUNTING

SCREW

RESISTOR R5 jgSfe. / DIODE Dl

TRANSISTOR TR2

(UNDERNEATH)

1H L >©V

[So

To
I
/'%**jt\
\
TRANSISTC>R"""

1 X ^^w^ X \ (UNDERNEATH)

9^ESISTORR^^^H|^^^^^H

^B
RESISTOR
R4
^HPH^^H

WM'
RESISTOR
R3
I^B^^^^I^U

N .6 ®

mm

N%|/MOUNTING

• tr^i^w ^\ vjR SCREW

CAPACITOR
Cl\
pNkj^^A^
\
RESISTOR
Rl

MOUNTING ^55S^^ \ CAPACITOR C3

SCREW I RESISTOR R6 CAPACITOR C2

TRANSISTOR TR3
COMPONENT CHECKS (Figs. \7\ and 18i)

With the two transistors separated from the assembly,

an ohmmeter may be used to check the transistors and

components on the panel board for defects. An ohmmeter

having a 1-1/2 volt cell, which is the type usually found

in service stations, is recommended. The low range

scale on the ohmmeter should be used except where

specified otherwise.

A 25 watt soldering gun is recommended, and a 60% tin

40%
lead solder should be used when re-soldering. Avoid

excessive heat which may damage the panel board. Chip

away any epoxy involved, and apply new epoxy which is

commercially available.

In order to check the panel board assembly, it is

necessary to unsolder at the locations indicated in Fig-

ure 18i the two capacitors C2 and C3. In all of the fol-

lowing checks, connect the ohmmeter as shown and then

reverse the ohmmeter leads to obtain two readings. The

amplifier circuitry is shown in Figure 19i.

1.
Transistors TR1 and TR2: Check each transistor by

referring to Figure 20i. If both readings in Step 1

are zero, the transistor is shorted. If both readings

in Step 2 are zero, the transistor is shorted; and if

both readings are infinite, the transistor is open.

Interpret Step 3 the same as Step 2.

2.
Trigger Transistor TR3:
11
both readings in Step 1

are zero, the transistor is shorted. If both readings

in Step 2 are zero, the transistor is shorted; and if

both readings are infinite, the transistor is open.

Interpret Step 3 the same as Step 2.

3.
Diode Dl: 11 both readings are zero, the diode is

shorted; and if both readings are infinite, the diode

is open.

4.
Capacitor Cl: If both readings are zero, the capaci-

tor is shorted.

5.
Capacitors C2 and C3: Connect the ohmmeter across

CHECKING

RESISTOR Rl

UNSOLDER
I
CHECKING TRIGGER

TRANSISTOR TR3
CHECKING

CAPACITOR C

Fig.
171—Pulse Amplifier Panel Board
Fig.
18i—Pulse
Amplifier
Component
Checks

CHEVROLET CHASSIS SERVICE MANUAL

SECTION 7

CLUTCH AND TRANSMISSIONS

CONTENTS OF THIS SECTION

Clutch

Three-Speed . . .

Overdrive

Three-Speed, (Warner T-16)

Four-Speed (Muncie) . . . .
Page

7-1

7-6

7-9

7-14

7-16

CLUTCH
Page

Four-Speed (Saginaw) 7-20

Powerglide 7-23

Turbo Hydra-Matic 7-36

Special Tools 7-43

INDEX

General Description

Maintenance and Adjustments

Linkage Inspection

Clutch Linkage Adjustment

Component Parts Replacement

Clutch Assembly ......

Removal from Vehicle .
Page

7-1

7-1

7-1

7-2

7-3

7-3

7-3
Installation in Vehicle

Clutch Pedal ..'....,

Clutch Cross Shaft . . .

Removal.......

Repairs

Installation .....
Page

7-4

7-4

7-4

7-4

7-4

7-4

GENERAL DESCRIPTION

A diaphragm spring-type clutch assembly is used with

manual transmissions.

The clutch assembly is enclosed in a 360° bell housing

which must be removed to gain access to the clutch.

V-8 engines (equipped with a 4 speed transmission)

use a bent-finger, centrifugal diaphragm type clutch as-

sembly. All its integral release fingers are bent back to

gain a centrifugal boost and to insure quick re engagement

at high engine speeds.

This type of clutch has the advantages of increasing

pressure plate load as the driven plate wears, and of low

pedal effort with high plate loads without requiring over-

center booster springs on the clutch linkage.

The pressure plate is a high tensile strength iron de-
signed for maximum speed conditions.

The clutch release bearing (fig. 4), used with the bent

finger diaphragm clutch, has an overall length of approxi-

mately
1-1/4".
The longer bearing, used with the straight

diaphragm, will cause inability to obtain free pedal travel,

especially as the clutch wears, resulting in slippage and

rapid wear.
DO
NOT INTERCHANGE!

The clutch is operated by conventional linkage consist-

ing of two groups, upper linkage and lower linkage.

The return spring pre-loads clutch linkage, removing

looseness due to wear. The clutch free pedal travel,

therefore, will increase with linkage wear and decrease

with driven disc wear, and free travel felt at pedal is

throwout bearing lash.

MAINTENANCE AND ADJUSTMENTS

LINKAGE INSPECTION

There are several things which affect good clutch op-

eration. Therefore, it is necessary, before performing

any major clutch operations, to make preliminary in-

spections to determine whether trouble is actually in the

clutch.

Check the clutch linkage to be sure the clutch releases

fully as follows:

1.
With engine running, hold the clutch pedal approxi-

mately 1/2" from floor mat and move shift lever be-

tween first and reverse several times. If this can be

done smoothly, the clutch is fully releasing. If shift

is not smooth, clutch is not fully releasing and ad-

justment is necessary.

2.
Check clutch pedal bushings for sticking or excessive

wear.

3.
Check fork for proper installation on ball stud. Lack

of lubrication on fork can cause fork to be pulled off

the ball.

4.
Check for bent, cracked or damaged cross shaft

levers or support bracket.

5.
Loose or damaged engine mounts may aUiow the en-

gine to shift its position causing a bind on clutch

linkage at the cross shaft. Check to be sure there is
Fig.
1 - Chevrolet Clutch Pedal Free Travel Adjustment

CHEVROLET CHASSIS SERVICE MANUAL

CLUTCH AND TRANSMISSIONS 7-3

DETENT CAM

DETENT SPRING

DETENT CAM

2-3 SHIFT

FORK

DETENT CAM

PIVOT PIN

1ST & REV. 1ST& REV.

SHIFTER SHAFT SHIFT FORK

DETENT CAM

RETAINER RING
2-3 SHIFTER SHAFT

Fig. 3A
•*
Transmission Side Cover, Shift Fork and Detent Assembly

5. Reinstall propeller shaft and any items removed to

obtain clearance.

TRANSMISSION SIDE COVER

Removal •

1.
Disconnect control rods from levers; remove 2-3

cross shaft (Chevrolet)

2.
Shift transmission into neutral detent positions before

removing cover.

3.
Remove cover assembly from transmission case

carefully and allow oil to drain.
Disassembly (Fig. 3A)

1.
Remove the outer shifter levers.

2.
Remove both shift forks from shifter shaft assem-

blies.
Remove both shifter shaft assemblies from

cover. "OM ring seals around shifter shaft may now

be pryed out if replacement is required because of

damage.

3.
Remove detent cam spring and pivot retainer "C"

ring. Remove both detent cams.

4.
Replace damaged parts.

Assembly (Fig. 3A)

1.
With,
detent spring tang projecting up over the
2nd
and

3rd shifter shaft cover opening install the first and

reverse detent cam onto the detent cam pivot pin.

With the detent spring tang projecting up over the

first and reverse shifter shaft cover hole install the

2nd an£ 3rd detent cam.

2.
Install detent cam retaining "C" ring to pivot shaft,

and hook spring into detent cam notches.

3.
Install both shifter shaft assemblies in cover being

careful not to damage seals. Install both shift forks

to shifter shaft assemblies^ lifting up on detent cam

to allow forks to fully seat into position.

4.
Install outer shifter levers, flat washers, lock wash-

ers and bolts.

Installation

1.
Shift shifter levers into neutral detent (center) posi-

tion.
Position cover gasket on case.

2.
Carefully position side cover into place making sure'

the shift forks are aligned with their respective

mainshaft clutch sliding sleeves.

3.
Install cover attaching bolts and tighten evenly to

specified torque.

4.
Remove filler plug and add lubricant specified in

Section 0, to level of filler plug hole.

COMPONENT PART REPLACEMENT

TRANSMISSION REPLACEMENT (EXC. CORVETTE)

Removal From Vehicle

1.
Remove propeller shaft assembly.

2.
Disconnect speedometer cable at transmission.

3.
Disconnect shifter rods at transmission levers.

4.
Support engine assembly.

5. Remove transmission to clutch housing bolts.

6. Remove transmission crossmember to mount bolts.

7. Loosen transmission crossmember and move rear-

ward or remove.

8. Slide transmission rearward and remove.

Installation in Vehicle

1.
Raise transmission into position and slide forward

piloting clutch gear retainer into clutch housing.

2.
Install transmission to clutch housing retaining bolts

and lock washers, torque to 50 ft. lbs.

3.
Repositioning transmission crossmember and install

retaining bolts.

4.
Install transmission crossmember to mount bolts.

5. Connect and adjust shift rods at transmission levers

and cordon shaft to 2nd and 3rd lever on Chevrolet

Models. (Fig. 4A)
Fig. 4A - Chevrolet 2-3 Shift Lever Cordon Shaft

CHEVROLET CHASSIS SERVICE MANUAL

CLUTCH AND TRANSMISSIONS 7-12

DIAGNOSIS-OVERDRIVE

MECHANICAL

Any one of the following general complaints may be due

to non-standard mechanical conditions in the overdrive

unit:

1.
Does not drive unless locked up manually.

2.
Does not engage, or lock-up does not release.

3.
Engages with a severe jolt, or noise.

4.
Free-wheels at speeds over 30 mph.

These^ troubles may be diagnosed and remedied as de-

scribed in the following paragraphs.

1.
Does not drive unless locked up manually.

a. Occasionally, the unit may not drive the car for-

ward in direct drive, unless locked up by pulling

the dash control. This may be caused by one or

more broken rollers in the roller clutch, the

remedy for which is the replacement of the entire

set of rollers.

b.
This may also be caused by sticking of the roller

retainer upon the cam. This retainer must move

freely to push the rollers into engaging position,

under the pressure of the two actuating springs.

c. Sometimes this is due to slight indentations, worn

in the cam faces by the rollers spinning, remedied

by replacement of the cam.

2.
Does not engage, or lock-up does not release

.. a. Dash control improperly connected—-Unless the

overdrive dash control wire is connected to the

lockup lever on the left side of the overdrive

housing in such a manner as to move the lever

all the way back when the dash control knob is

pushed in, it may hold the shift rail in such a po-

sition as to interlock the pawl against full engage-

ment resulting in a buzzing noise when overdrive

engagement is attempted.

To correctly make this connection, loosen bind-

ing post at lever, pull dash control knob out 1/4",

move lever all the way to the rear, and tighten

binding post.

b.
Transmission and overdrive improperly aligned—

The same symptoms as above may also result

from misalignment, at assembly, of the overdrive

housing to the transmission case, resulting in

binding of the overdrive shift rail, so that the re-

tractor spring cannot move the rail fully forward,

when the dash control knob is pushed in, and the

transmission is not in reverse. Under such con-

ditions, the unit may remain fully locked up.

To test for this, be sure that the transmission

is not in reverse; disconnect the dash control

wire from the lockup lever, and feel the lever for

free forward movement. If the lever can be

moved forward more than 1/4", it indicates that

misalignment probably exists. To correct this,

Jposen the capscrews between the overdrive hous-

ing and transmission case, and tap the adpater

plate and overdrive housing until a position is

found where the rail shifts freely; tighten cap-

screws.

c. Kickdown switch improperly adjusted—The posi-

tion of the kickdown switch should be adjusted,

by means of the two large nuts which clamp the

switch shank, so the switch plunger travels 3/16"
before the throttle lever touches its stop.

Occasionally the large nuts which clamp the

switch through the switch bracket are tightened

sufficiently to bend the switch shank, thus pre-

venting free motion of the switch stem. This may

usually be remedied by loosening the upper of the

two nuts.

d. Improper installation of solenoid—If car cannot

be rolled backward under any circumstances and

there is no relay click when the ignition is turned

on, it probably indicates that the solenoid has

been installed directly, without twisting into the

bayonet lock between solenoid stem and pawl, thus

jamming the pawl permanently into overdrive en-

gagement. If the car will occasionally roll back-

wards, but not always, (and there is no relay click

when the ignition switch is turned on) it may indi-

cate that, upon installation, the bayonet lock was

caught, and the solenoid forcibly twisted into

alignment with the attaching flange, thus shearing

off the internal keying of the solenoid. Under

these circumstances, the end of the solenoid stem

may not catch in the pawl, and upon release of the

solenoid, the pawl will not be withdrawn promptly

from engagement, but simply drift out. If the

solenoid stem end has its two flats exactly facing

the two solenoid flange holes, it will not withdraw

the pawl properly. If the stem can be rotated

when grasped by a pair of pliers, it indicates that

the internal keying has been sheared.

e. Improper positioning of blocker ring—Occasion-

ally, either in assembly at the factory, or in

service operations in the field, the internal parts

of the overdrive unit may have been rotated with

the solenoid pawl removed, causing the blocker

ring to rotate, so that its two lugs are not located

with respect to- the pawl as shown in Figure 12B.

In other words, the solid portion of the blocker

ring may be in alignment with the pawl, which will

prevent fill} engagement of the pawl with the sun

gear control plate/

To test for this condition, remove solenoid

cover, pull dash control knob out, roll car 2 ft.

forward. Push dash control in, turn ignition

switch on. Then ground the "KD" terminal of

relay, and watch movement of center stem of

solenoid. It should not move more than 1/8" when

the solenoid clicks. Then, with the relay terminal

still grounded, shift into low gear, and roll car

forward by hand. Solenoid stem should then move

an additional 3/8", as the pawl engages fully.

These two tests indicate proper blocker action.

Unless both tests are met, the blocker ring is

probably not in the correct position.

3.
Engages with a severe jolt or noise

Insufficient blocker ring friction may cause the ring

to lose its grip on the hub of the sun gear control

plate. Check the fit and tension of the ring as de-

scribed under "Cleaning and Inspection".

4.
Free-wheels at speeds over 30 MPH

If cam roller retainer spring tension is weak the unit

will free wheel at all times. Check spring action as

described under "Cleaning and Inspection".

CHEVROLET CHASSIS SERVICE MANUAL

CLUTCH AND TRANSMISSIONS 7-19

2.
With handle in full down position—adjust cable to ac-

quire dimension shown, be certain that cable is pulled

taut.

3.
Tighten set screw to 15-20 in. lbs.

4.
Bend excess wire and cut - be certain that wire does

not interfere with I.D. of lever or threads of shifter

knob.

NOTE: Handle must return freely from any

position.

SPEEDOMETER DRIVEN GEAR AND OIL SEAL

Replacement

Disconnect speedometer cable, remove retainer to

housing bolt and lock washer and remove retainer. In-

sert screw driver in slot in fitting and pry fitting, gear

and shaft from housing. Pry "O" ring in groove in fitting.

Install new "O" ring in groove and insert shaft Hold

the assembly so slot in fitting is toward boss on housing

and install in housing. Push fitting into housing until re-

tainer can be inserted in groove and install retainer lock

washer and bolt.
Fig.
5M - Installing Side Cover Assembly

TRANSMISSION SIDE COVER

Removal

1.
Disconnect control rods from levers.

2.
Shift transmission into second speed before removing

cover, by moving 1-2 (Rear Cover) shifter lever into

forward detent position.

3.
Remove cover assembly -from transmission case

carefully and allow oil to drain.

Disassembly (Fig. 4M)

1.
Remove the outer shifter lever nuts,*lock washers

and flat washers. Pull levers from shafts.

2.
Remove both shift forks from shifter shaft and detent

plate assemblies. Remove both shifter shaft assem-

blies from cover. Lip seals in side cover may now

be pryed out if replacement is required because of

damage.

1-2 DETENT CAM DETENT SPRING
3-4 DETENT CAM

1-2 SHIFTER SHAFT

1-2 SHIFT FORK
3-4 SHIFT

FORK

DETENT CAM \ 3-4 SHIFTER SHAFT

RETAINER RING

DETENT CAM PIVOT PIN
3.
Remove detent cam spring and pivot retainer "C"

ring. Remove both detent cams.

4.
Replace necessary parts.

Assembly (Fig. 4M)

1.
Install 1-2 detent cam to cover pivot pin first, then

install 3-4 detent cam so the detent spring notches

are offset or opposite each other. Detent cam

notches must be facing downward.

2.
Install detent cam retaining "C" ring to pivot shaft,

and hook spring into detent cam notches.

3.
Install both shifter shaft assemblies in cover being

careful not to damage lip seals. Install both shift

forks to detent plates, lifting up on detent cam to

allow forks to fully seat into position.

4.
Install outer shifter levers, flat washers, lock wash-

ers and nuts.

Installation (Fig. 5M)

1.
Shift 1-2 shifter lever into second speed (forward)

position. Position cover gasket on case.

2.
Carefully position side cover into place making sure

the shift forks are aligned with their respective

mainshaft clutch sliding sleeves.

3.
Install cover attaching bolts and tighten evenly to

15-20 ft. lbs. torque.

4.
Remove filler plug and add lubricant specified in

Section 0, to level of filler plug hole.

EXTENSION OIL SEAL

Replacement

1.
Remove propeller shaft.

2.
Pry out the extension oil seal.

3.
Prelubricate between sealing lips and press new oil

seal carefully into place in extension using J-5154 or

similar tool.

Fig.
4M - Transmission Side Cover/ Shift Fork and

Detent Assembly
CAUTION: Do not excessively force the seal

against the seat in the extension.

CHEVROLET CHASSIS SERVICE MANUAL

CLUTCH
AND
TRANSMISSIONS
7-23

Assembly (Fig.
4X)

1.
With detent spring tang projecting
up
over
the 3rd

and
4th
shifter shaft cover opening install
the
first

and second detent
cam
onto
the
detent
cam
pivot
pin.

With
the
detent spring tang projecting
up
over
the

first
and
second shifter shaft cover hole install
the

3rd
and 4th
detent
cam,

NOTE:
The 1-2
detent
cam has a
.090" greater

contour
on the
inside detent notch.

2.

3.
Install detent
cam
retaining
"C"
ring
to
pivot shaft,

and hook spring into detent
cam
notches.

Install
1-2 and 3-4
shifter shaft assemblies
in
cover

being careful
not to
damage seals. Install both shift

forks
to
shifter shaft assemblies, lifting
up on
detent
cam
to
allow forks
to
fully seat into position.

4.
Install reverse detent ball
and
spring
to
cover, then

install reverse shifter shaft assembly
to
cover.

5.
Install outer shifter levers, flat washers, lock wash-

ers
and
bolts.

Installation

1.
Shift shifter levers into neutral detent (center) posi-

tion. Position cover gasket
on
case.

2.
Carefully position side cover into place making sure

the shift forks
are
aligned with their respective

mainshaft clutch sliding sleeves.

Install cover attaching bolts
and
tighten evenly
to

specified torque.

Remove filler plug
and add
lubricant specified
in

Section
0, to
level
of
filler plug hole.
3.

4.

ALUMINUM POWERGLIDE

INDEX

Page

General
Description
7-23

Maintenance
and
Adjustments .............. 7—23

Oil
Level Check
7-23

Periodic
Oil
Change
7-24

Periodic
Low
Band Adjustment
7-24

Manual
Shift Linkage Check
and
Adjust
7-24

Floor
Shift Linkage
7-25

Floor
Mounted Control Lever
and

Bracket
Assembly
7-29

Throttle
Valve Linkage
.... 7-29

Neutral
Safety Switch
.. . 7-30

Throttle
Return Check Valve (Dashpot)
7-30

Component
Parts Replacement
7-30

Transmission
Replacement .............. 7—30
Page

Other
Service Operations
7-32

Diagnosis
7-32

Warming
Up
Transmission
7-32

Shop
Warm
Up , 7-32

Road
Warm
Up 7-32

Checking
Fluid Level
and
Condition
7-32

Manual
Linkage
7-32

Oil
Leaks
7-33

Basic
Pressure Checks
7-33

Wide
Open Throttle Upshift Pressure Check
.... 7-33

Idle
Pressure
in
Drive Range
7-33

Manual
"Low"
Range Pressure Check .......
7-33

Drive
Range Overrun (Coast) Pressure
.
.......
7-33

Powerglide
Shift Points
. . 7-35

GENERAL DESCRIPTION

The case
and
converter housing
of the two
speed alumi-

num Powerglide Transmission
is a
single case aluminum

unit. When
the
manual control
is
placed
in the
drive
po-

sition,
the
transmission automatically shifts
to low
gear

for initial vehicle movement.
As the car
gains speed
and

depending
on
load
and
throttle position,
an
automatic shift

is made
to
high gear.
A
forced downshift feature
pro-

vides
a
passing gear
by
returning
the
transmission
to low

range.

The
oil
pump assembly
is a
conventional gear type
and

the
oil
pump housing
is of the
large diameter type acting

as
the
front bulkhead
of the
transmission.
The
torque

converter
is a
conventional three element welded design

bolted
to the
engine flywheel which drives through
a
two-

speed planetary gearset.
The
high clutch assembly
is

typical
of the
designs used
in
this type transmission.
The

aluminum Powerglide uses
an
output shaft mounted
gov-
ernor which requires
a
hole through
the
output shaft.
The

reverse clutch assembly
is a
multiple disc type clutch.

The steel plates
are
splined directly
to the
case while
the

face plates
are
splined
to the
internal
or
ring gear.
The

clutch piston operates within
the
rear portion
of the
case.

The internal diameter
of the
pistoh
is
sealed to
an
integral

hub portion
of the
case rear bulkhead.
The
outside
dia-

meter
is
sealed
to a
machined portion
of the
case.
The

piston
is
hydraulically applied
and is
released
by
separate

coil springs.
The
valve body assembly
is
bolted
to the

bottom
of the
transmission case
and is
accessible
for

service
by
removing
the oil pan
assembly.
The
valve

body consists
of an
upper
and
lower body located
on
either

side
of a
transfer plate.
The
vacuum modulator
is lo-

cated
on the
left rear face
of the
transmission case.
The

modulator valve bore
is
located
in the
upper valve body.

MAINTENANCE
AND
ADJUSTMENTS

OIL LEVEL CHECK

The transmission
oil
level should
be
checked period-

ically
as
recommended
in
Section
0. Oil
should
be
added

only when level
is on or
below
the
"ADD" mark
on the dip

stick with
oil hot or at
operating temperature.
The oil

level
dip
stick
is
located
at the
right rear
of the
engine
compartment. Fill with
oil
specified
in
Section
0.

In order
to
check
oil
level accurately,
the
engine should

be idled with
the
transmission
oil hot and the
control

lever
in
neutral (N) position.

It
is
important that
the oil
level
be
maintained
no

higher than
the
"FULL" mark
on the
transmission
oil

level gauge.
DO NOT
OVERFILL,
for
when
the oil
level

CHEVROLET CHASSIS SERVICE MANUAL