engine CHEVROLET CAMARO 1967 1.G Chassis Workshop Manual
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Page 594 of 659
SECTION 13
RADIATOR AND GRILLE
INDEX
Page Page
General Description 13-1 Repairs 13-4
Radiator and Shroud-All Vehicles (Except Corvette) . . . . 13-1 Installation 13-4
Removal 13-1 Grille Assembly - Chevy II 13-4
Installation 13-1 Removal . 13-4
Radiator and Fan Shroud - Corvette . . . . 13-1 Repairs 13-5
Fan Shroud Replacement 13-1 Installation . 13-5
Aluminum Radiator 13-1 Grille Assembly - Corvette 13-5
Copper Radiator . 13-1 Removal . . . . 13-5
Grille Assembly - Chevrolet 13-2 Installation ....*... 13-5
Removal 13-2 Grille Assembly - Caxnaro 13-5
Repairs 13-3 Removal 13-5
Installation 13-3 Repairs . 13-6
Grille Assembly - Chevelle 13-3 Installation . . 13-6
Removal 13-.Q
GENERAL DESCRIPTION
Radiator assemblies are attached by cap screws either the radiator and shroud are basically the same for each
to the radiator support or radiator shroud, depending on vehicle,
the engine installation of each vehicle. The Camaro fan
Shroud is mounted in two bottom slots and secured by one NOTE: Refer to the Fisher Body Service Man-
bolt at the top. Removal and installation procedures for ual for Body, Section IX for Sheet Metal, Section
14 for Bumpers, and Section 1A for Air Condi-
tioning information when required.
SERVICE OPERATIONS
RADIATOR
AND
SHROUD—ALL VEHICLES
NOTE: Reach upper two shroud bolts from top,
(EXCEPT CORVETTE)
between hood and radiator support. Reach lower
4 by reaching around front edge of open hood.
Removal
1.
Drain radiator. 4.- Remove shroud carefully (tilt rearward, then lift up
2.
Disconnect inlet and outlet radiator hoses, and Pow- to clear fan blades).
erglide cooler lines if vehicle is so equipped. 5. Reverse procedure to install, fill cooling system and
3.
Remove radiator and shroud attaching screws and lift check for leaks.
radiator and shroud out of vehicle.
Aluminum Radiator
Installation
NOTE:
Refer to Figures 1 through 5 for radi- Removal and Installation
ator fan and shroud assembled positions for each 1. Remove shroud as previously outlined.
vehicle. Reverse removal procedures, fill cool- 2. Disconnect lower raciiator hose at either end.
ing system and check for leaks. 3. Remove radiator upper mount bracket bolts and
bracket, then lift radiator from vehicle.
RADIATOR AND FAN SHROUD-CORVETTE 4. Reverse procedure to install.
Fan Shroud Replacement (Fig. 4) Copper Radiator
1.
Drain radiator and open hood. (Install a bolt in hole
of hood support bracket for safety purposes.) Removal and Installation
2.
Disconnect upper radiator hose and supply tank hose 1. Remove hood panel assembly after scribing bracket
at radiator connection. location.
3.
Remove shroud bolts. 2. Drain radiator and disconnect radiator hoses.
CHEVROLET CHASSIS SERVICE MANUAL
Page 599 of 659
RADIATOR AND GRILLE 13-6
VIEW A
VIEW B
V-8 ENGINE
RADIATOR
FAN GUARD
(L-6 ENGINE)
VIEW
Fig.
5 - Radiator and Shroud - Camaro
grille header panel, catch support bracket, and radi-
ator support and remove hood catch.
Remove screws from each headlamp bezel and re-
move bezels from vehicle. Remove headlamps.
Remove hardware attaching hood catch support to
radiator support, valance panel, and lower grille
and remove catch support from vehicle.
Disconnect parking lamps. Remove rivets securing
center grille to upper and lower grilles and remove
center grille from vehicle. If necessary, replace
name plate.
Remove screws and rivets securing grille header
panel to fenders and upper grille and remove header
panel.
Remove hardware attaching upper and lower grilles
to vehicle and remove upper and lower grilles.
Remove screws attaching valance panel to fenders,
and fender extensions and retractable headlamp door
assemblies if so equipped, and remove valance panel
from vehicle.
10.
If vehicle is equipped with retractable headlamp cov-
ers,
disconnect electrical plugs. Remove screws at-
taching headlamp bracket assemblies to radiator
support and remove assemblies from vehicle.
Repairs
If any components removed are undamaged, they may
be used for the new grille installation. Where rivets were
removed, make new attachments using screws and nuts,
patent clips, or rivets.
Installation
Install grille and related components following the re-
moval procedure in reverse order. Refer to torque spec-
ifications in rear of manual for correct torque values.
CHEVROLET CHASSIS SERVICE MANUAL
Page 611 of 659
ACCESSORIES 15-2
GENERAL DESCRIPTION
The Cruise Master is a speed control system which
employs engine manifold vacuum to power the throttle
Servo unit. The Servo moves the throttle when speed
adjustment is necessary by receiving a varying amount
of bleed air from the Regulator unit. The Regulator
varies the amount of bleed air through a valve system
which is linked to a speedometer-like mechanism. The
speedometer cable from the transmission drives the
Regulator, and a cable from the Regulator drives the
instrument panel speedometer. The. engagement of the
Regulator unit is controlled by an Engagement Switch
located at the end of the turn signal lever. Two brake
release switches are provided: an Electric Switch dis-
engages the Regulator unit and a Vacuum Switch de-
creases the vacuum in the Servo unit to quickly return
the throttle to idle position.
The operation of each unit of the system and the
operation of the entire system under various circum-
stances is described below. Figure 1 shows the location
of the system components within the vehicle-
COMPONENT OPERATION
ENGAGEMENT SWITCH
This switch, located within the turn signal knob, has
three positions. In the fully released position, the switch
passes current through resistance wire to effect a "hold
in" magnetic field in the Regulator solenoid. This cur-
rent is sufficient only to hold the solenoid in place once
it has been actuated by the "pull in" circuit. Depressing
the button partially allows current to flow to the Regu-
lator solenoid at full voltage which causes the solenoid
to pull in. Depressing the button fully opens the circuit
to both the resistance and standard solenoid feed wires
and the solenoid becomes de-activated.
During vehicle operation the three switch positions
have the following functions:
Released
a. System not engaged: No function of the system
will occur although a small current is flowing
through the solenoid via the resistance wire (at
vehicle speeds over 20 mph).
b.
System engaged: The small current flowing
through the resistance wire is holding the solenoid
in the engaged position.
^r-WIRE RELIEF LUG
1 ^-#2-BLUE WIRE
L'3.BLACK WIRE
X /-TURN SIGNAL LEVER
SWITCH—^
^SN
RETAINING RING-^ %^
BUTTON -^
Fig.
2 - Cruise Master Engagement Switch
Partially Depressed
Full voltage is applied to the solenoid (vehicle speed
over 20 mph) which sets the Regulator to maintain the
vehicle speed at the time of Regulator engagement.
Fully Depressed
No electricity flows to the solenoid and the Regulator
is inactive. This position is used by the driver when he
desires to raise or lower his controlled speed. He may
accelerate to his new speed, press the button fully (Regu-
lator releases previously set speed) and release the but-
ton. Upon releasing the button, it passes through the
partially depressed position and the solenoid is "pulled
in", then into released position which provides "hold in"-
current. The driver may also press the button fully with
no pressure on the accelerator pedal. In this case the
regulator releases control of the throttle which returns
to idle and the car slows. When the button is released
the solenoid is pulled in and held in respectively and the
regulator resumes speed control at the speed of the
vehicle during the moment of button release (at vehicle
speeds over 20 mph).
LOCK
NUT
ORIFICE
TUBE
AND
CONNECTOR
ASSEMBLY
AIR FILTER AND
SOLENOID HOUSING COVER
Fig. 3 - Regulator Unit
CHEVROLET CHASSIS SERVICE MANUAL
Page 612 of 659
ACCESSORIES 15-3
CONTROLLED AIR SUPPLY
FROM REGULATOR
DIAPHRAGM
SPRING
METERING ROD
VARIABLE ORF1CE
ENGINE AAANIFOLD VACUUM
FROM REGULATOR VACUUM VALVE
BEAD CHAIN
VACUUM CHAMBER —*
MOUNTING SCREW
Fig.
4- Servo Unit
BRAKE RELEASE SWITCHES
Two brake release switches are employed in the Cruise
Master System. When the brake pedal is depressed, an
Electric Release Switch cuts off the voltage supplied to
the engagement switch, hence cuts off power to the Regu-
lator unit. The Regulator is then disengaged and requires
Engagement Switch operation to return it to operation.
A Vacuum Release Switch operates simultaneously with
the electric release switch whenever the brake pedal is
depressed. This switch opens a port to atmospheric
pressure which rapidly bleeds down the vacuum in the
Servo unit thereby returning the throttle to the idle
position.
SERVO UNIT
The Servo unit is a vacuum actuated, variable position
diaphragm assembly which operates the carburetor throt-
tle when the system is in operation (fig. 4). It is powered
by engine intake manifold vacuum and operates the throt-
tle linkage via a bead chain. The Servo has two ports on
the sealed side of the diaphragm housing: one is supplied
manifold vacuum, and the other is connected to a variable
air bleed in the Regulator Unit. The vacuum port is
located at the center of the unit and the air bleed port
is near the outer wall. When vacuum is applied to the
center port, atmospheric pressure moves the diaphragm
which pulls on the bead chain opening the carburetor
throttle. As the diaphragm moves, it positions a tapered
needle within an orifice in the vacuum port so that as the
diaphragm moves toward the port, the orifice becomes
smaller; and as it moves away from the port, the orifice
becomes larger.
The air bleed port serves to supply a variable quantity
of air to the diaphragm chamber which causes the dia-
phragm to attain a balanced state (between the force of
the atmospheric pressure to chamber pressure differ-
ential and the force of the diaphragm and throttle return
springs). In operation then, the following events occur:
Vacuum is applied to the center port and the diaphragm
moves toward the port. The tapered needle restricts
the vacuum port more and more as it moves into the
orifice. If no air was allowed to bleed into the chamber,
the diaphragm would move until it contacted the housing,
however, the Regulator meters bleed air into the chamber
and the diaphragm reaches a point at which the air is
bled out of the chamber through the vacuum port orifice
as fast as it enters the air bleed port. If the Regulator
begins to supply less bleed air, (vehicle speed decreas-
ing) the vacuum in the chamber increases and the dia-
phragm moves toward the vacuum port. In so doing, the
tapered needle closes the vacuum port orifice even more
CHEVROLET CHASSIS SERVICE MANUAL
Page 613 of 659
ACCESSORIES 15-4
Fig. 5 - Servo Mounting
and the air bled into the chamber again equals the air
bled out. A balance occurs again with the diaphragm in
a new position. If the Regulator begins to supply more
bleed air, (vehicle speed increasing) the vacuum in the
chamber drops and the diaphragm moves away from the
vacuum port, withdrawing the tapered needle from the
orifice and enlarging it. Since the vacuum orifice is
now larger, the greater quantity of air being bled into
the chamber may be bled out by vacuum and a balance
again occurs with the diaphragm in a new position.
AIR
TO SERVO
VACUUM
TO SERVO
VACUUM
RELEASE
SWITCH
ELEaRIC
RELEASE
SWITCH
Fig.
6- Servo, Regulator and Hose
Fig. 7 - Release Switches and Brackets
REGULATOR
The Regulator is a device which has two primary
functions: First, it is a vacuum switch which, when en-
gaged by the driver, supplies engine manifold vacuum to
the Servo. Second, it meters a small variable quantity
of air to the Servo unit in order to change the carburetor
throttle opening to effect speed control. A secondary
function of the Regulator is to drive the speedometer.
Since the car speed is sensed by a speedometer-like
mechanism within the unit, the speedometer cable from
the transmission drives the Regulator which drives a
second cable (at a one to one ratio) to the speedometer.
The Regulator is electrically engaged and disengaged
through operation of the Engagement Switch and the
Electric Brake Release Switch. It has two sub-assem-
blies which make up the unit: one being the magnetic
speed sensing assembly and the other being the solenoid
actuated vacuum switch, air bleed and filter, and low
limit speed switch assembly (fig. 8 and 9).
Magnetic Speed Sensing Assembly
The speed sensing assembly operates in the same man-
ner as a speedometer unit except that instead of rotating
a needle through an angle proportional to the vehicle
speed, it rotates a rubber drum which is clutched to the
air bleed valve when the system is in operation. The
assembly is driven by the speedometer cable from the
transmission which turns a disk shaped ferrite magnet.
Facing the magnetic disk is the driven brass disk mounted
on a shaft with the rubber drum mounted on the same
shaft. A spiral hairspring connects the shaft to the
housing and allows it to rotate through an angle which is
proportional to car speed. If the car doubled its speed,
the shaft would rotate to twice its previous angle as may
be seen by noting the operation of a speedometer. The
CHEVROLET CHASSIS SERVICE MANUAL
Page 614 of 659
driven disk is sandwiched between the magnetic disk and
a field plate. The field plate forms a returning path for
the magnetic field from the magnetic disk.
The gear drive for the magnetic disk is a 90 degree
nylon gear drive with the driven gear rotating both the
magnetic disK and the speedometer drive cable.
Vacuum Switch, Air Bleed and Filter, and Low
Limit Speed Switch
The end of the shaft from the speed sensing assembly
with the rubber drum extends into the air bleed metering
assembly. This rubber drum has a tang extending from
its surface which allows a set of points to close at a
specific car speed. When the car reaches about 20 mph,
the rubber drum has rotated far enough (moved by the
brass driven disk in the magnetic field) so that its tang
has allowed a spring loaded electrical point to contact
another point. These points are in series with the sole-
noid coil so that under 20 mph, no Regulator operation
is possible.
Surrounding the rubber drum is a "U" shaped spring
clip which is held spread away from the drum by the
nose or cam of the solenoid when the solenoid is in the
relaxed position. The rubber drum and this clip com-
prise the speed clutch of the regulator. When the sole-
noid is energized, the solenoid nose moves toward the
drum and releases the ends of the clip. The clip springs
inward and attaches itself by friction to the drum. Now,
ACCESSORIES 15-5
any change in car speed will rotate the drum and move
the "U" clip just as a speedometer moves its needle.
The top of the MUtf clip is attached to the air bleed valve.
The clip moves a sleeve which slides on the orifice
tube thereby covering and uncovering air ports in the
wall of the tube (the tube inner end is plugged) whenever
car speed changes from the speed at which the solenoid
was energized. The direction of drum rotation is such
that resulting bleed valve operation will cause the Servo
to decrease engine power if the car exceeds the preset
speed and increase engine power if car speed decreases.
The air which passes out the orifice tube enters the
Regulator through the openings in the solenoid housing,
passes through the oil wetted polyurethane filter, and then
enters the orifice tube ports.
When the solenoid is de-energized, the nose retracts
and cams the ends of the "U" clip outward so that it re-
leases the rubber drum.
The solenoid also operates a vacuum switch simul-
taneously with the clutching and declutching of the "U"
clip.
The vacuum switch supplies the Servo unit with
manifold vacuum. The solenoid operated vacuum valve
slides over two ports in the Regulator wall. One port
is connected to manifold vacuum and the other is con-
nected to the center port of the Servo unit. When the
solenoid is de-energized, the valve closes the manifold
vacuum port and opens the Servo port to the inside of
the regulator case. When the solenoid is energized, the
valve connects the Servo port to the manifold vacuum
AAAGNET
SPEED CUP
FIELD PLATE
HAIRSPRING
TO SPEEDOMETER
MAGNET HOUSING
ASSEMBLY
ORIFICE TUBE &
CONNECTOR ASSEM.
CONTROL
VALVE
CLUTCH
SPRING
LOW LIMIT
SPEED SWITCH
RUBBER
DRUM
VACUUM PORT
TO SERVO
INPUT CONNECTION
SOLENOID COIL
SOLENOID AND CLUTCH
HOUSING ASSEMBLY
VACUUM PORT
TO ENGINE
VACUUM VALVE
UNLOCKING CAM
•SOLENOID PLUNGER
AIR FILTER
SIDE VIEW SECTION
REGULATOR DISENGAGED
END VIEW SECTION
ENGAGED
Fig.
8 - Regulator-Cross Section '
CHEVROLET CHASSIS SERVICE MANUAL
Page 618 of 659
ACCESSORIES 15-9
Adjustment- Adjust the bead chain so that it is as tight
as possible without holding the throttle open when the
carburetor is set at its lowest idle throttle position.
When connecting the bead chain (engine stopped) manually
set the fast idle cam at its lowest step and connect the
chain so that it does not hold the idle screw off the cam.
If the chain needs to be cut, cut it three beads beyond the
bead which pulls the linkage.
REGULATOR
Service - A defective regulator, that is one which is not
simply out of adjustment, must be replaced. During re-
placement, check the hoses which connect to the regulator
and replace any which are cracked or deteriorated.
Air Filter
The air filter located in the solenoid cover should be
cleaned and re-oiled at engine oil change intervals.
1.
Snap the solenoid cover off.
2.
Remove the filter and wash it in kerosene or mineral
spirits. Squeeze it dry and wet with SAE 10 engine
oil.
Squeeze out excess oil and reinstall into the
cover.
3.
Attach the cover with neoprene seal to the solenoid
housing. Be certain that the cover fits tightly to the
housing.
One regulator adjustment is possible: Engagement-
Cruising Speed Zeroing (to remove any difference be-
tween engagement and cruising speed).
NOTE:
No regulator adjustment should be
made, however, until the following items have
been checked or serviced:
1.
Bead chain properly adjusted.
2.
All hoses in good condition, properly attached, not
leaking, not pinched or kinked.
3.
Regulator air filter clean and properly oiled.
4.
Electric and vacuum release switches properly
adjusted.
Engagement—Cruising Speed Zeroing
If the cruising speed is lower than the engagement
speed, loosen the orifice tube locknut and turn the tube
outward; if higher, turn the tube inward. Each 1/8 turn
will alter the engagement-cruising speed difference one
mph. Tighten the locknut after adjustment and check the
system operation at 50 mph.
ELECTRICAL SYSTEM CHECK OUT
1.
Check fuse and connector.
2.
Check electric brake switch as follows: Unplug con-
nector at brake switch. Connect ohmmeter at points
A and B on brake switch. The ohmmeter must indi-
cate infinity when the brake pedal is depressed and
continuity when pedal is released. The cruise re-
lease brake switch (electric) is adjusted as is the
standard stop light brake switch. Replace electric
brake switch if needed.
3.
Check engagement switch and connecting wiring as
follows: Unplug push button control connector
(brown, blue, black) at electrical wiring harness con-
nector and perform the following tests. (See Fig-
ure 10)
Test #1
—
Connect ohmmeter between terminal #1 (brown
wire) and terminal #2 (blue wire). Continuity shall be
maintained until switch is depressed all the way in.
Test #2
—
Connect ohmmeter between terminal #1 (brown
wire) and terminal #3 (black). No continuity shall be
shown; however, when the button is depressed halfway,
continuity shall be indicated. When the button is pressed
all the way down, no continuity shall be shown.
Test #3 — Connect ohmmeter between terminal #2 (blue
wire) and terminal #3 (black). Button released, no con-
tinuity; however, when the button is depressed partially
and fully, continuity shall be shown.
4.
Check regulator solenoid coil, low-speed switch, and
wiring harness as follows:
a. Disconnect engagement switch wire harness con-
nector from the main wire harness connector
(brown, blue, and black wires). Connect ohm-
meter
'
between point C (blue wire in main wire
harness) and ground. (Make sure the regulator is
well grounded to chassis.) The ohmmeter should
read 45 ohms ± 2 ohms. If a resistance of
greater value is shown, then disconnect the con-
nector from the regulator and measure the re-
sistance of the blue wire from point C to D. It
should measure 40 ohms. Check the resistance
from point E (vertical bar of terminal forming T)
to ground. It should measure 5 ohms ± 1/4 ohm.
Replace either the wiring harness or solenoid as
needed if greater values are indicated. The black
harness wiring from point F to G should also be
checked for continuity.
ENGAGEMENT SWITCH TEST
BUTTON POSITION
Cruise (released)
Engage (partially depressed)
Trim (fully depressed)
TERMINALS
1 TO 2
closed
Closed
open
1 TO 3
open
closed
open
2 TO 3
open
closed
closed
SERVO AND VACUUM SYSTEM CHECK OUT
To determine the condition of the diaphragm, remove
hoses from power unit and apply 14 inches of vacuum to
either vacuum tube opening (seal the other opening) and
hold in for one minute. The vacuum shall not leak down
more than 5 inches of vacuum in one minute. If leakage
is detected, replace servo. To utilize engine as a vac-
uum source, proceed as follows:
1.
DISCONNECT SERVO $EAD CHAIN and hoses from
servo and connect engine vacuum directly to vacuum
servo fitting (fitting in middle of servo). Seal the
servo unit opening.
2.
Note position of servo diaphragm.
3.
Start engine - the diaphragm should pull in.
4.
Clamp off engine vacuum supply line and check for
leakage. '
The cruise release brake switch (vacuum) and connecting
hoses can likewise be checked using a vacuum pump.
CHEVROLET CHASSIS SERVICE MANUAL
Page 620 of 659
ACCESSORIES 15-11
12 VOLTS D.C.
ELECTRIC BRAKE
RELEASE
IGNITION
SWITCH
ENGINE
VACUUM
TRANSDUCER
Fig.
11 - Vacuum and Electrical Diagram
AUTOMATIC LEVEL CONTROL
INDEX
Page
General Description . . 15-11
System Checks and Adjustments 15-13
Service Operation . 15-15
GENERAL DESCRIPTION
A pneumatic level control system that automatically
maintains correct rear trim height of a car under varying
load conditions, the optional automatic level control is
used only in conjunction with the Superlift Shock Absorber
option.
The Superlift Shock Absorber option alone, consists of
the two shock absorbers with pressure lines to a "Tee"
where a ill valve is located, the shocks are inflated
with (or deflated of) compressed air (at any gas station)
to obtain the vehicle level desired with any given load
change.
The automatic leveling system is added to the Superlift
Shock Absorbers and supplies its own compressed air.
The system (fig. 13) consists of a vacuum operated air
compressor with pressure regulator,
and
integral storage
tank, vacuum line to engine, air intake filter, air lines,
and a height control valve.
The COMPRESSOR is a two-stage, vacuum actuated
type, requiring no lubrication. Vacuum supply is taken
from engine carburetor base. High pressure air is
supplied to the reservoir tank by the second stage of
the two-stage compressor. The first stage intake stroke
draws air at atmospheric pressure through a oneway
check valve located in the end of the first stage housing
under the first ^tagei housing cover. On the first stage
compression stroke, the intake valve is closed and the
oneway check valve in the second stage end of the piston
is opened. This allows the air from the first stage
cylinder to flow through the hollow piston into the second
stage cylinder for jhigh pressure compression. The
second stage compression stroke closes the check valve
in the piston and opeijis the check valve in the end of the
second stage housing.
The intake and compression strokes are controlled by a
sliding distributor valive that is actuated through an arm
that is tripped by the piston as it nears the end of each
stroke. Each time the arm actuates the distributor
valve, a different set of holes are covered in the first
stage housing. The distributor valve controls the flow of
intake manifold vacuum and air under atmospheric pres-
CHEVROLET CHASSIS SERVICE MANUAL
Page 622 of 659
ACCESSORIES 15-13
SYSTEM TEST
CHECKS AND ADJUSTMENTS
Automatic Level Control Test Gauge (Fig. 15)
A complete system test includes on and off-the-car
component tests.. '
On the car tests are:
Quick check of Automatic Level Control System
Compressor output test
Regulator test and adjustment
Control valve test
Time delay test
Line and fitting leak test
Trim adjustment
Off-the-car operations include:
Control valve replacement
Compressor repair
Component leak tests
a. Compressor, reservoir, and regulator
b.
Control valve
c. Superlifts
Quick Check-On Car (Reservoir Pressure at 150 PSI)
1.
Fill the fuel tank or simulate at the rate of 6 lbs./
gal.
- otherwise car should be empty.
2.
Turn engine off.
3.
Add a 2 passenger load to the rear bumper or tail-
gate.
Maintain the load until the -car lifts or AT
LEAST 20 SECONDS.
4.
After car lifts remove the load and observe until the
car lowers.
FILL VALVE
J-21999
CONNECTORS
Fig.
15 - Test Gauge Set J-22124
NOTE: To service the Automatic Level Con-
trol it will be necessary to secure Gauge Set
J-22124 or make up the following test gauge. If
the connectors indicated are not readily avail-
able others may be substituted.
1.
Collect the following parts:
a. Fill Valve, J-21999.
b.
A tee which has three 1/8M female taper pipe
threads.
c. An adapter which has a 1/4" female taper pipe
thread on one end and a 1/8" male taper pipe
thread on the other end.
d. Air Pressure Gauge, J-4872.
e. Two metal sleeves, rubber seals and tube nuts.
f. A length of 1/8" tubing. ~
g. Two male connectors which have a 1/8" male
taper pipe thread on one end and a 3/8-24 straight
thread male fitting on the other end.
2.
Assembly
a. Connect Fill Valve, J-21999, (female end) at male
connector 3/8-24 straight thread fitting.
b.
Connect other end of male connector to tee.
c. Connect adapter to tee.
d. Connect pressure regulator to adapter.
e. Connect second male connector to tee, (1/8 inch
male pipe thread fitting).
f. Install tubing to connector; other end of tubing
will go on unit to be checked.
NOTE:
Make certain all fittings are air tight.
Compressor Output Test—On Car
1.
With all accessories off, run the engine until fast idle
screw is off the fast idle cam. Turn off ignition.
2.
Deflate system through service valve, then remove
high pressure line at regulator adapter and connect
test gauge.
3.
Inflate reservoir to 70 psi through service valve.
4.
Observe test gauge for evidence of compressor air
leak.
5.
If leaking, proceed to leak test-compressor reser-
voir, and regulator. If not leaking, continue this
test.
6. With engine running at slow idle, observe reservoir
build-up for five minutes. Reservoir pressure should
build up to a minimum of 90 psi.
7.
If compressor fails to cycle, make sure the vacuum
and air intake lines are open and unobstructed before
removing compressor for repair.
8. If build-up is too slow, proceed to repair com-
pressor.
9. Satisfactory build-up indicates system problem to be
in the control section. However, again observe the
test gauge for evidence of an air leak and proceed
accordingly.
Regulator Test and Adjustment
Performance test the regulator with a known good com-
pressor on the car. *
CHEVROLET CHASSIS SERVICE MANUAL
Page 623 of 659
ACCESSORIES 15-14
Deflate system through service valve and disconnect
line at pressure regulator valve. Install test gauge on
regulator valve high pressure fitting.
Inflate system through service valve to maximum
available pressure.
NOTE: If available pressure is less than 140
psi,
start engine to build-up reservoir to this
pressure.
Regulated pressure should build-up to and hold
steady at 100-130 psi on test gauge.
Check regulated pressure by momentarily (not more
than one second) depressing valve core on test gauge
arid observe gauge reading.
If regulated pressure now reads less than 100 psi,
replace regulator assembly.
If regulated pressure exceeds 130 psi, replace regu-
lator assembly.
Control Valve Test
Exhaust (Superlifts Inflated)
1.
Disconnect control valve lever from link.
2.
Hold lever down in exhaust position until Superlifts
deflate or for a minimum of 18 seconds.
3.
If Superlifts deflate, perform Intake Check.
4.
If Superlifts do not deflate, remove exhaust adapter
from control valve and hold lever down as in Step 2.
Replace adapter, O-ring and filter if this deflates
Superlifts.
5.
Replace control valve if none of the above steps solve
problem.
Intake (Reservoir Pressure 125 psi Minimum)
1.
Disconnect overtravel lever from link.
2.
Hold lever up in intake position until Superlifts in-
Fig.
16 - Assembly Leak Test Preparation
flate or for a minimum of fifteen seconds.
3.
If Superlifts inflate and hold, proceed to Time Delay
Check. '•
4.
If Superlifts inflate and then leak down, perform leak
test on lines and fittings and then on Superlifts and
control valve. Repair or replace as indicated.
Time Delay Test (Reservoir Pressure 125 psi Minimum)
1.
Record rear trim height of empty car (rear bumper
to ground).
2.
Add weight equivalent to two passenger load to rear
of car. Car should begin to level in 4-18 seconds.
3.
Remove weight. After 4-18 seconds car should begin
to settle.
4.
Replace valve if time delay is not within the 4-18
seconds.
Trim Adjustment—On Car
Trim adjustment should be performed with a full fuel
tank (or the equivalent in load at the rate of 6 lbs
./gal-
lon)
,
but no other load.
Abbreviated Adjustment
1.
Fill the compressor at the service valve with the
available air line pressure.
2.
Disconnect link from height control valve lever.
Move the height control valve lever upward until air
fills the Superlifts.
3.
Move lever downward and hold until air stops escap-
ing from the exhaust port of the height control valve.
The Superlifts will now automatically hold 8 to 15
PSI.
;
4.
Let lever go to its neutral position> and loosen the
lever adjustment nut.
5.
Assemble the link to the height control valve lever
and tighten the lever adjustment nut.
NOTE: Do not move control valve lever and
overtravel body while tightening nut.
Leak Tests
Compressor, Reservoir and Regulator
1.
Remove assembly intact.
2.
Connect test gauge to regulator. Inflate reservoir
through service valve to 80-110 psi.
3.
Route an 8" rubber hose between vacuum and vent
ports,
(fig. 16).
4.
Submerge in water and observe for air leaks at:
Reservoir weld seam.
Reservoir to compressor O-ring.
Regulator to compressor O-ring.
Regulator boot-defective internal.O-rihg.
Diaphragm between first and second stage housings.
' Tightening through bolts may correct the leak.
Cover gasket and retainer screw. A few bubbles here
is not a leak. A continuous stream indicates defec-
tive compressor check valves.
Service valve.
Test gauge connections.
5.
Correct any leaks detected by either tightening
screws or replacing parts.
CHEVROLET CHASSIS SERVICE MANUAL