ignition CHEVROLET CAMARO 1967 1.G Chassis Owner's Manual

ENGINE-ELECTRICAL 6Y-10

circuit. Make absolutely certain all connections in

the circuit are secure.

5.
Do not short across or ground any of the terminals

on the generator or regulator.

6. Do not attempt to polarize the generator.

7.
Do not disconnect lead at generator without first dis-

connecting battery ground cable.

Trouble in the A.C. charging system will usually be

indicated by one or more of the following conditions:

1.
Faulty indicator lamp or ammeter operation.

2.
An undercharged battery (usually evidenced by slow

cranking speeds).

3.
An overcharged battery (usually evidenced by exces-

sive battery water usage).

4.
Excessive generator noise or vibration.

Described below are a series of on-the-vehicle quick

checks which are designed to assist the service tech-

nician in locating troubles within the various components

of the engine electrical system. Additional checks, ad-

justments and overhaul procedures of these components

are also described in the "Charging Systems—Service

Operations Section" and should be referred to as

necessary.

STATIC CHECKS

Before making any electrical checks, perform the fol-

lowing static checks:

1.
Check for loose fan belt.

2.
Check for defective battery. (Refer to Battery).

3.
Inspect all connections, including the slip-on con-

nectors at the regulator and Delcotron.

NOTE: Do not short field to ground to check if

generator is charging since this will seriously

damage the charging system.

SYSTEM CONDITION TEST

This test is used .to indicate the overall condition of the

charging system (both good and defective) and to isolate

the malfunctioning unit if the system is defective.

NOTE: On Corvette models difficulty may be

encountered -when attempting to make the re-
quired test connections at the voltage regulator.

It is advisable to remove the regulator from its

mounting location to perform the necessary con-

nections at the regulator for the following tests

but make sure unit is grounded.

1.
With ignition off, perform the prescribed Static

Checks outlined in this section. Then set hand brake

and shift transmission
into
neutral.

2.
Connect a voltmeter from junction block relay to

ground at regulator base.

CAUTION: Be sure meter clip does not touch a

resistor or terminal extension under regulator,

3.
Connect a tachometer on engine.

4.
Models equipped with Indicator Lamp: Turn ignition

switch on "ON" position and check indicator lamp.

If lamp fails to glow, perform appropriate tests and

corrections (Indicator Lamp Circuit Tests) before

continuing.

Models equipped with Ammeter: Turn ignition

switch to "ACC" with an accessory on and check

ammeter. If ammeter fails to read discharge, check

ammeter circuit before continuing.

5.
Models equipped with Indicator Lamp: If lamp glows,

start the engine and run' it at 1500 rpm or above.

Check indicator lamp. If lamp fails to go out, per-

form appropriate test and corrections (Indicator

Lamp Circuit Test) before continuing.

Models equipped with Ammeter: If ammeter reads

discharge, start the engine and observe ammeter. If

meter fails to move toward charge (from original

position), perform appropriate test and corrections

(Field Circuit Tests) before continuing.

NOTE: At this point a field circuit has been

established and any other problem will lie in

generator or regulator.

6. Turn on high-beam headlights and heater blower

motor to high speed, run engine at or above 1500

rpm (for a few minutes, if necessary) and read the

voltage on meter.

AIR GAP

ADJUSTING NUT

ONLY

ADJUSTING SCREW

(Turn To Adjust

Voltage Setting)

Fig.
6c—Adjusting Voltage Setting

CHEVROLET CHASSIS SERVICE MANUAL

ENGINE-ELECTRICAL 6Y-J2

Fig.
8c—Ammeter Method Test Connections

10.
Turn off ignition, disconnect battery ground cable,

and remove all test equipment.

11.
li the Delcotron meets the test specifications, the

problem is not in the generator.

12.
Ti the Delcotron fails to meet the test specifications,

remove it and perform bench tests and make repair

needed.

DELCOTRON DIODE AND FIELD TEST (Fig. 9c)

NOTE:
These tests will indicate good,, shorted

or open field or shorted diode but will not indi-

cate a failed open diode. If output was low and

following tests show good, refer to service op-

erations to determine cause and repair.

1.
Disconnect battery ground cable at battery.

2.
Positive diodes (Test A) connect an ohmmeter be-

tween "R" terminal and "BAT" terminal and note

Fig.
9c-Deicotron Diode and Field Test
reading, then reverse the leads at same terminals

and note this reading. Meter should read high re-

sistance in one direction and low in the other.

3.
Negative diodes (Test B) connect ohmmeter between

"R" terminal and "GRD" and note reading, then

reverse the leads and note this reading. Meter

should read high in one direction and low in the

other.

NOTE:
A high or low reading in both directions

indicates a defective diode.

4.
Open Field Check:

a. Connect an ohmmeter from "F" terminal to

"GRD"
terminal stud and note reading on the

lowest range scale. Meter should read 7 to

20 ohms.

b.
If meter reads zero or excessively high resist-

ance, the Delcotron is faulty.

5. If above tests indicate a defective Delcotron, remove

and completely check Delcotron as outlined under

''Service Operations".

INDICATOR LAMP/INITIAL FIELD

EXCITATION CIRCUIT TESTS (Fig. 10c)

On standard models the indicator lamp circuit provides

initial field excitation (causing lamp to glow). The light

is cancelled by closing the field relay which applies bat-

tery voltage to both sides of bulb (bulb goes out).

The indicator light should glow when ignition switch is

"ON"
and go out almost immediately when engine starts.

Ammeter equipped vehicles use the same initial field

excitation and control circuits as the indicator lamp ex-

cept the lamp is omitted. The continuity tests on both

type vehicles can be made as follows:

If Lamp Fails to Glow or Ammeter Fails to

Function the Possible Causes are:

1.
Faulty bulb or bulb socket.

2.
Faulty ammeter.

3.
An open circuit in wiring, regulator, or field.

4.
A shorted positive diode—(may also cause glow with

ignition switch "OFF").

TEST AS FOLLOWS:

1.
Disconnect connector from regulator and turn

ignition switch to "ON". Connect a test lamp from

connector terminal "4" to ground (fig. 10c, Step 1)

and note test lamp.

a. Lamp fails to glow—check for faulty bulb, socket

or open circuit between switch and regulator con-

nector. Repair as needed.

b.
Light goes on—failure is in regulator, Delcotron,

or wire between "F" terminals on regulator and

Delcotron. Go to Step 2.

2.
Disconnect lamp lead at ground end and connect be-

tween connector "F" and "4" terminals (fig. 10c,

Step 2), and note lamp:

a. Test Lamp glows—problem is in regulator. An

open circuit in regulator or relay is stuck dosed.

See "Service Operations" for repair.

b.
Fails to glow—problem is in wire between "F"

terminals on generator and regulator or infield

windings. Go to Step 3.

3.
Disconnect test lamp at connector "F" terminal and

CHEVROLET CHASSIS SERVICE MANUAL

ENGINE-ELECTRICAL 6Y-13

F 2 3 4

f 2 3 4

F 2 3 4

Fig.
10c—Initial Field Excitation Circuit Tests

connect to "F" terminal on Delcotron (fig. 10c,

Step 3), and note lamp:

a. Lamp glows-an open circuit in wire between "F"

terminals—correct as needed.

b.
Fails to glow—Delcotron field has open circuit,

see "Service Operations" to repair %

If Lamp Fails to Go Out, or if Ammeter Shows

Discharge the Possible Causes are:

1.
Loose drive belt—adjust as necessary.

2.
Faulty field relay—(see relay test and adjustment).

3.
Defective Delcotron—(see Delcotron output test).

4.
At normal idle—parallel resistance wire open (see

Resistance test). On ammeter models the initial

field excitation wire to "ACC" terminal is open.

5. Switch off—positive diode shorted (see Diode test).

FIELD CIRCUIT RESISTANCE

WIRE CHECKS

The resistance wire is an integral part of the ignition

harness. However, the resistance wire is not solderable;

it must be spliced with a crimp-type connector. It is

rated at 10 ohms, 6.25 watts minimum.

The check for an open resistor or field excitation wire

(connected to the ignition switch "ACC" terminal) is as

follows:

1.
Connect a test lamp from the wiring harness con-

nector terminal "4" to ground as shown in Figure

10c (Step 1).

2.
Turn the ignition switch to the "ON" position and

note test bulb.

a. Test lamp glows—resistance is O.K.

b.
Test lamp does not glow—the resistor is open

circuited—note also that dash lamp does not glow

during this test because series resistance of the

2 bulbs causes amperage to be too low.
VOLTMETER

3 4

WIRING*
HARNESS

CONNECTOR

Fig.
11c—Testing Field Relay

CHEVROLET CHASSIS SERVICE MANUAL

ENGINE-ELECTRICAL 6Y-14

VOLTMETER

WIRING HARNESS

CONNECTOR

Fig.
12c—Field Relay Closing Voltage Test

FIELD RELAY CHECKS AND ADJUSTMENT

To check for a faulty relay proceed as follows:

1.
Connect a voltmeter into the system at the regulator

No.
2 terminal to ground (fig. lie).

2.
Operate the engine at fast idle (1500 to 2000 rpm) and

observe voltmeter reading.

3.
If voltmeter shows zero voltage at regulator, check

circuit between No. 2 terminal on regulator to "R"

terminal on Delcotron.

4.
If voltage at regulator exceeds closing voltage
Fig.
13c—Adjusting Field Relay Closing Voltage

specification and light remains on, regulator field

relay is faulty (Refer to specifications). Check and

adjust regulator as follows:

CLOSING VOLTAGE ADJUSTMENT

•1.
Make connections as shown in Figure 12c using a 50

ohm variable resistor.

NOTE: This gives us a variable resistance in

series from a hot lead to the relay coil.

2.
Turn resistor to "open" position.

3.
Turn ignition switch off.

4.
Slowly decrease resistance and note closing voltage

of the relay. Adjust by bending heel iron in the man-

ner illustrated in Figure 13c.

OTHER HARNESS CHECKS

Other wires in the charging system harness need be

checked for continuity by use of an ohmmeter or a test

ligjit (12 Volt). Connect the test so the wire in question is

in series in the test circuit.

SERVICE OPERATIONS

Service Procedures described in this section are for

the 5.5" aluminum and 6.2" perforated stator Delcotrons

(fig. 14c). Where important differences are encountered

separate mention will be made of the two generators.

GENERATOR

REMOVAL AND INSTALLATION

1.
Disconnect the battery ground strap at battery to

prevent damaging diodes.

2.
Disconnect wiring leads at Delcotron.

3.
Remove generator brace bolt, (if power steering

equipped, loosen pump brace and mount nuts) then

detach drive belt (belts).

4.
Support the generator and remove generator mount

bolt (6.2" Delcotron uses 2 mount bolts) and remove

from vehicle.
5.
Reverse the removal procedure to install then adjust

drive belt.

PULLEY REPLACEMENT

5.5" Delcotron

Single Groove Pulley

1.
Place 15/16" box wrench on retaining nut and insert

a 5/16" alien wrench into shaft to hold shaft while

removing nut (fig. 15c).

2.
Remove washer and slide pulley from shaft.

3.
Reverse Steps 1 and
2
to install, use a torque wrench

with a crow-foot adapter (instead of box wrench) and

torque the nut to 50 ft. lbs. (fig. 16c).

Double Groove Pulley

1.
Place a 15/16" socket (with wrench flats on the drive

CHEVROLET CHASSIS SERVICE MANUAL

ENGINE-ELECTRICAL 6Y-18

IGNITION SYSTEMS

INDEX

Page

General Description . 6Y-18

Maintenance and Adjustments 6Y-19

Breaker Point System 6Y-19

Breakerless System . . 6Y-X9

Ignition Coil Check 6Y-19

Spark Plugs 6Y-19

Service Operations , 6Y-19

Distributor Contact Points . 6Y-19

Cleaning 6Y-19

Replacement 6Y-20

Setting Dwell Angle 6Y-21

Distributor Condenser 6Y-22

Performance Diagnosis. 6Y-22

Replacement . . 6Y-23

Distributor

Breaker Point Type 6Y-23

Removal. . 6Y-23

Disassembly • 6Y-23
Page

Cleaning and Inspection .....'.., 6Y-25

Assembly . 6Y-25

Installation 6Y-26

Breakerless i 6Y-27

Removal . 6Y-27

Disassembly and Assembly 6Y-27

Installation 6Y-27

Off-Engine Test. . 6Y-27

Coil Replacement 6Y-27

Pulse Amplifier. 6Y-28

Disassembly .6Y-4S8

Component Checks
!
6Y-28

Assembly 6Y-29

Ignition Switch Replacement 6Y-29

Spark Plugs 6Y-30

Cleaning and Regapping I ....... 6Y-30

Installation . 6Y-31

GENERAL DESCRIPTION

There are two ignition systems available on 1967

vehicles. The breaker point type which is continued as

the regular production system and the optional (Corvette

only) transistor controlled breakerless ignition system

(magnetic pulse type). The transistor ignition system

features a specially designed distributor, control unit

(ignition pulse amplifier), and a special coil. Two resist-

ance wires are also used in the circuit; one as a ballast

between the coil negative terminal and ground, while the

other resistance wire provides a voltage drop for the

engine run circuit and is by-passed at cranking. The

other units in the system (the ignition switch, spark

plugs,
and battery) are of standard design. The dis-

tributor and control unit (ignition pulse amplifier) are

shown in Figures li and 2i.

CAP-

VACUUM

PICK-UP

COIL LEADS

PICK-UP COIL

CONNECTOR BODY
Although the external appearance of the distributor

resembles a standard distributor, the internal construc-

tion is quite different. As shown in the exploded view

(fig. 16i) an iron timer core replaces the conventional

breaker cam. The timer core has the same number of

equally-spaced projections, or vanes as engine cylinders.

The timer core rotates inside a magnetic pickup as-

sembly, which replaces the conventional breaker plate,

contact point set, and condenser assembly. The magnetic

pickup assembly consists of a ceramic permanent mag-

net, a pole piece, and a pickup coil. The pole piece
is.
a

steel plate having equally spaced internal teeth, one tooth

for each cylinder of the engine.

The magnetic pickup assembly is mounted over the

main bearing of the distributor housing, and is made to

rotate by the vacuum control unit, thus providing vacuum

advance. The timer core is made to rotate about the shaft

by conventional advance weights, thus providing centrifu-

gal advance.

Fig.
li—
Magnetic Pulse Distributor
Fig.
2i-lgnition Pulse Amplifier Unit

CHEVROLET CHASSIS SERVICE MANUAL

MAINTENANCE AND ADJUSTMENTS
ENGINE-ELECTRICAL 6Y-19

PERIODIC MAINTENANCE

BREAKER POINT SYSTEM

The distributor breaker points and spark plugs are the

only ignition system components that require periodic

service. The remainder of the ignition system requires

only periodic inspection to check operation of the units,

tightness of the electrical connections, and condition of

the wiring. When checking the coil, test with a reputable

tester.

Breaker type distributors are equipped with cam lubri-

cator and should have the wick replaced at the same time

contact point set is replaced. It is not necessary to

lubricate the breaker cam when using a cam lubricator.

Do not attempt to lubricate the wick - Replace when

necessary. When installing a new wick, adjust its posi-

tion so the end of the wick just touches the lobe of the

breaker cam.

Distributor shaft lubrication is accomplished by a

reservoir of lube around the mainshaft in the distributor

body.

BREAKERLESS SYSTEM

Since there are no moving parts in the ignition pulse

amplifier unit mounted forward of the radiator bulkhead,

and the distributor shaft and bushings have permanent

type lubrication, no periodic maintenance is therefore

required for the breakerless ignition system. The dis-

tributor lower bushing is lubricated by engine oil through

a splash hole in the distributor housing, and a housing

cavity next to the upper bushing contains a supply of

lubricant which will last between overhaul periods. At

time of overhaul, the upper bushing may be lubricated

by removing the plastic seal and then adding SAE 20 oil

to the packing in the cavity. A new plastic seal will be

required since the old one will be damaged during

removal.

Tachometer readings for test purposes can be made on

the primary circuit of the breakerless ignition system in

the same manner as on the conventional ignition system,

however before attempting to connect a test tachometer

into the primary circuit check with your instrument

supplier to insure that satisfactory readings can be

obtained and the breakerless system will not be damaged

by the tachometer that is to be used,

IGNITION COIL CHECK (BREAKERLESS)

The ignition coil primary can be checked for an open
PULSE

AMPLIFIER

IGN. SWITCH WIRE

"("IGN" TERMINAL)
-E3 IJU
12
WHITE-

-20 BLACKf' • 12 WHITE-

Fig.
3i—
Breakerless Ignition System

condition by connecting an ohmmeter across the two

primary terminals with the battery disconnected. Pri-

mary resistance at 75
°F.
should be between .35 and .55

ohm. An infinite reading indicates the primary is open.

For the engine to run but miss at times, the primary

open may be of the intermittent type.

The coil secondary can be checked for an open by con-

necting an ohmmeter from the high tension center tower

to either primary terminal. To obtain a reliable reading,

a scale on the ohmmeter having the 20,000 ohm value

within, or nearly within, the middle third of the scale

should be used. Secondary resistance at 75°F. should be

between
8,000
and 12,500 ohms. If the reading is infinite,

the coil secondary winding is open.

A number of different types of coil testers are avail-

able from various test equipment manufacturers. When

using these testers, follow the procedure recommended

by the tester manufacturer.

tester will properly
NOTE:
Make sure the

check this special coil.

SPARK PLUGS

Should be removed, inspected cleaned and regapped at

tune-up. Defective plugs should be replaced, see Servic-

ing of Units Off the Vehicle.

SERVICE OPERATIONS

DISTRIBUTOR CONTACT POINTS

CLEANING

Dirty contact points should be dressed with a few

strokes of a clean, fine-cut contact file. The file should

not be used for other metals and should not be allowed to

become greasy or dirty. Never use emery cloth to clean

contact points. Contact surfaces, after considerable use,

may not appear bright and smooth, but this is not neces-
sarily an indication that they are not functioning satis-

factorily. Do not attempt to remove all roughness nor

dress the point surfaces down smooth; merely remove

scale or dirt.

Badly burned or pitted contact points should be re-

placed and the cause of trouble determined so it can be

eliminated. High resistance or loose connections in the

condenser circuit, oil or foreign materials on the contact

surfaces, improper point adjustment or high voltages may

CHEVROLET CHASSIS SERVICE MANUAL

ENGINE-ELECTRICAL 6Y-20

cause oxidized contact points. Check for these conditions

where burned contacts are experienced. An
out-of-

balance condition in the ignition system, often the result

of too much or too little condenser capacity, is indicated

where point pitting is encountered.

REPLACEMENT

Four and Six Cylinder Engine Distributor

1.
Release distributor cap hold-down screws, remove

cap and place it out of work area.

2.
Remove rotor.

3.
Pull primary and condenser lead wires from contact

point quick disconnect terminal (fig. 4i).

4.
Remove contact set attaching screw, lift contact point

set from breaker plate.

5.
Clean breaker plate of oil smudge and dirt.

6. Place new contact point assembly in position on

breaker plate, install attaching screw.

CAUTION: Carefully wipe protective film from

point set prior to installation.

NOTE: Pilot on contact set must engage match-

ing hole in breaker plate.

7.
Connect primary and condenser lead wires to quick

disconnect terminal on contact point set. .

8. Check and adjust points for proper alignment and

breaker arm spring tension (fig. 5i). Use an aligning

tool to bend stationary contact support if points need

alignment.

NOTE: The contact point pressure must fall

within specified limits. Weak tension will cause

CONTACT SET

ATTACHING

SCREW

QUICK

DISCONNECT

TERMINAL

BREAKER PLATE

ATTACHING SCREWS
chatter, resulting in arcing and burning of-the

points and an ignition miss at high speed, while

excessive tension will cause undue wear of the

contact points, cam and rubbing block. Breaker

arm spring tension should be 19-23 ounces. The

contact point pressure should be checked with a

spring gauge. The scale should be hooked to the

breaker lever and the pull exerted at 90 degrees

to the breaker lever as shown in Figure 5i. The

reading should be taken just as the points sepa-

rate.
The pressure can be adjusted by bending

the breaker lever spring. If the pressure is ex-

cessive, it can be decreased by pinching the

spring carefully. To increase pressure,, the

lever must be' removed from the distributor so

the spring can be bent away from the lever.

Avoid excessive spring distortion.

9. Set point opening (.019" for new points).

10.
Reinstall rotor, position and lock distributor cap to

housing.

11.
$tart engine and test dwell and ignition timing.

Eight Cylinder Engine Distributor

1.
The contact point set is replaced as one complete

assembly and only dwell angle requires adjustment

after replacement. Breaker lever spring tension and

point alignment are factory set.

2.
Remove the distributor cap by placing a screw driver

in the slot head of the latch, press down and turn 1/4

turn in either direction.

3.
Remove the two attaching screws which hold the base

of the contact set assembly in place.

4.
Remove the primary and condenser leads from their

nylon insulated connection (fig. 6i) in contact set.

5.
Reverse Steps 2, 3 and 4 to install new contact set.

CAUTION:. Install the primary and condenser

leads as shown in Figure 6i. Improper installa-

tion will cause lead interference between the

cap,
weight base and breaker advance plate.

6. If car has 20,000 to 25^000 miles (or sooner if

desired) the cam lubricator wick (fig. 7i) should be

changed. Using long nosed pliers squeeze assembly

together at base and lift out. Remove all old lubri-

cant from cam surface. Replace in same manner.

Fig.
4i—Breaker Plate and Attaching Parts
Fig. 5i—-Checking Breaker Arm Spring Tension

CHEVROLET CHASSIS SERVICE MANUAL

ENGINE-ELECTRICAL
6Y-21

Fig.
6i—Distributor Lead Arrangements

NOTE:
End of cam
lubricant wick should
be

adjusted
to
just touch
cam
lobes. Over lubrica-

tion
of cam
resulting
in
grease
on
contact points

can-
be
caused
by cam
lubrication wick bearing

too hard against
cam
surface.
A
correctly
ad-

justed
cam
lubricator wick will provide adequate

lubrication
for cam. Do not
apply additional

grease
to cam
surface.

7.
Start engine
and
check point dwell
and
ignition

timing.
ACTUAL
POINT OPENING
.021

.016
FEELER GAUGE

LOCATOR ___JH^H

(ROUND)
V~^3H|

CENTRIFUGAL
\
jdft

ADVANCE
-~-»JBlMBl

MECHANISM
«H

CAM g^k. / X

LUBRICATOR
V^^^

REPLACEMENT
^£9

^-ADJUST
SQUARELY

AND
JUST

TOUCHING
LOBE

OF
CAM
.ROTOR

I^^I^BL
LOCATOR

(PBV 7
(SQUARE)

SBSSF
/

WWjga^/
^/
LUBRICATOR

H^f
CAUTION!

S5y
NEVER
OIL

•-^
CAM
LUBRICATOR-

REPLACE
WICK

WHEN
NECESSARY
Fig.
8i—Inaccurate Gauging
of
Rough Points

SETTING DWELL ANGLE

Four
and Six
Cylinder Engine Distributors

The point opening
of new
points
can be
checked with
a

feeler gauge,
but the use of a
feeler gauge
on
rough
or

uncleaned used points
is not
recommended since accurate

mechanical gauging cannot
be
done
on
such points (fig. 8i).

Contact points must
be set to the
proper opening.

Points
set too
close
may
tend
to
burn and
pit
rapidly.

Points with excessive separation tend
to
cause
a
weak

spark
at
high speed. Proper point setting
for all

models
are:

.019"
for new
points

.016"
for
used points

New points must
be set to the
larger opening
as the

rubbing block will wear down slightly while seating
to the

cam. Contact points should
be
cleaned before adjusting
if

they have been
in
service.

LATERAL

MISALIGNMENT
PROPER

LATERAL
ALIGNMENT

pCORRECT
LATERAL MISALIGNMENT
BY

M
BENDING FIXED CONTACT SUPPORT

[NEVER
BEND BREAKER LEVER

Fig.
7i—Top View
of
Distributor

Fig.
9i—Alignment
of
Points

CHEVROLET
CHASSIS SERVICE /MANUAL

ENGINE-ELECTRICAL 6Y-23

condenser leak or to a defective connection. This

will cause burned points and ignition failure upon

initial starts and at high speeds.

4.
Capacity - Capacity is determined by the area of

the metallic elements and the insulating and im-

pregnating materials.

For a complete check of the condenser, use a tester

which will check for all of the above conditions. Follow

the instructions given by the manufacturer of the

test equipment. Condenser capacity should be
.18-:
23

microfarads.

REPLACEMENT

Four and Six Cylinder Engine Distributor (Fig. 4i)

1.
Release distributor cap hold-down screws, remove

cap and place it out of the work area.

2.
Remove rotor.

3.
Disconnect condenser lead wire from contact point

quick-disconnect terminal.

4.
Remove condenser attaching screw, lift.condenser

from breaker plate and wipe breaker plate clean.

5. Install new condenser using reverse of procedure

outlined above.

Eight Cylinder Engine Distributor

1.
Remove distributor cap.

2.
Loosen condenser lead attaching screw (fig. 6i) and

lift out condenser lead clip.

3.
Remove screw holding condenser bracket to breaker

plate and slide condenser from bracket.

4.
To replace condenser reverse the above procedure.

NOTE:
Make sure that new condenser lead is

installed in proper position (fig. 6i).

DISTRIBUTOR

(BREAKER POINT TYPE)

REMOVAL

1.
On radio equipped Corvettes, remove ignition shield

from over distributor and coil. One bolt is accessible

from top of shield, the other two are at rear of

shield, facing firewall.

2.
Release the distributor cap hold-down screws, re-

move the cap and place it clear of the work area.

NOTE:
If necessary, remove secondary leads

from the distributor cap after first marking the

cap tower for the lead to No. 1 cylinder. This

will aid in the reinstallation of leads in the cap.

3.
Disconnect the distributor primary lead from the coil

terminal.

4.
Scribe a realignment mark on the distributor bowl

and engine in line with the rotor segment.

5. Disconnect vacuum line to distributor and tachometer

drive cable (Corvette). Remove the distributor hold-

down bolt and elamp and remove the distributor from

the engine. Note position of vacuum advance mecha-

nism relative to the engine.

CAUTION: Avoid rotating the engine with the

distributor removed as the ignition timing will

be upset.
Rg.
121-L-6 Distributor-Exploded View

1.
Breaker Plate Attaching

Screws

2.
Condenser Attaching

Screws

3. Condenser

4.
Breaker Plate Assembly

4a.
Cam Lubricator

5. Vacuum Control Assembly

6. Vacuum Control

Attaching Screws

7. Housing

8. Cap

9. Rotor

DISASSEMBLY
10.
Contact Point

Attaching Screw

11.
Contact Point Assembly

12.
Weight Cover

Attaching Screws

13.
Weight Cover

14.
Weight Springs

15.
Advance Weights

16. Cam Assembly

17.
Main Shaft Assembly

18.
Roll Pin

19.
Drive Gear

It is advisable to place the distributor in a distributor

testing machine or synchroscope prior to disassembly.

CHEVROLET CU
SERVICE MANUAL

ENGINE-ELECTRICAL 6Y-26

INSTALLATION-ENGINE NOT DISTURBED

(ALL MODELS)

1.
Turn the rotor about 1/8 turn in a clockwise direc-

tion past the mark previously placed on the distribu-

tor housing to locate rotor.

2.
Push the distributor down into position in the block

with the housing in a normal "installed" position

(fig. 15i).

NOTE: It may be necessary to move rotor

slightly to start gear into mesh with camshaft

gear, but rotor should line up with the mark

when distributor is down in place.

3.
Tighten the distributor clamp bolt snugly and con-

nect vacuum line. Connect primary wire to coil

terminal and install cap. Also install spark plug and

high tension wires if removed.

NOTE: It is important that the spark plug wires

be installed in their proper location in the

supports.

4.
Time ignition as previously described under Tune-

Up in Section 6.

INSTALLATION-ENGINE DISTURBED

(ALL MODELS)

1.
Locate No. 1 piston in firing position by either of two

methods described below,

a. Remove No. 1 spark plug and, with finger on plug

hole,
crank engine until compression is felt in the

No.
1 cylinder. Continue cranking until timing

mark on crankshaft pulley lines up with timing

tab attached to engine front cover.

b.
Remove rocker cover (left bank on V-8 engines)

and crank engine until No. 1 intake valve closes

and continue to crank slowly about 1/3 turn until
CENTRIFUGAL

jS ADVANCE

ROTATING

POLE PIECE

STATIONARY

POLE PIECE

MAGNETIC

PICKUP

ASSEMBLY

VACUUM

ADVANCE

DISTRIBUTOR

HOUSING

Fig.
151—Six Cylinder Engine Distributor
Fig.
16i—Magnetic Pulse Distributor Components

CHEVROLET CHASSIS SERVICE MANUAL