CHEVROLET CAMARO 1967 1.G Chassis Workshop 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 7-13

PULL-IN

WINDING
li
HOLD-IN

WINDING

Fig.
4B -
Overdrive Electrical Circuit Wiring Diagram

ELECTRICAL

Any one of the following general complaints may be due

to electrical trouble in the overdrive circuit.

1.
Does not engage.

2.
Does not release.

3.
Does not kickdown from overdrive.

These troubles may be traced and remedied as de-

scribed in the following paragraphs.

1.
Does not engage

a. With the ignition switch on, ground the "KD" ter-

minal of the solenoid relay with a jumper lead.

If the solenoid clicks, the relay and solenoid cir-

cuits are in operating condition. If no click is

heard in the relay, check the fuse and replace if

defective.

b.
If the fuse is good, use a second jumper lead to

connect the "SOL" and "BAT" terminals of the

relay. If a click is now heard in the solenoid, the

relay is probably at fault and should be repaired

or replaced.

c. If the solenoid does not click in Step b, check the

wiring to the No. 4 terminal of the solenoid and

replace if necessary. If the wiring is not defec-

tive,
the trouble is probably in the solenoid. Re-

move the solenoid cover, examine the solenoid

contacts in series with the pull-in winding and

clean if necessary. Test again for clicks, as in

Step b, after replacing solenoid cover and lead

wires.
Replace the solenoid if trouble has not

been corrected.

d. If the relay and solenoid circuits are in good con-

dition as determined in Step a, leave the ignition

switch on and make sure the manual control knob

is in the overdrive position. Ground one and then

the other of the two terminals next to the stem of

the kickdown switch (identified as "SW" and
?fREL"). K the solenoid clicks when one terminal

is grounded but not the other, replace the switch.

If the solenoid does not click when either of the

terminals is grounded, check the wiring between

the relay and the kickdown switch and replace if

defective.

e. If the solenoid clicks as each terminal is grounded

in Step d, ground the governor switch terminal.

If the solenoid clicks, the governor switch may be

defective. If the solenoid does not click, check

the wiring between the kickdown and governor

switches and replace if necessary.

2.
Does not release

a. Remove the connection to the "KD" terminal of

the relay. If this release overdrive, look for a

grounded control circuit between the relay and

governor switch.

b.
If the overdrive is not released in Step a, dis-

connect the lead to the "SOL" terminal of relay.

If this releases the overdrive, replace the relay.

3.
Does not kickdown from overdrive

a. With the engine running, connect a jumper lead

between the No. 6 terminal of the solenoid and

ground. Operate the kickdown switch by hand.

This should stop the engine. If it does, the sole-

noid is probably defective and it should be checked

for dirty ground-out contacts or other defects

within the ground-out circuit of the solenoid (fig.

4B).
Clean the contacts or replace the contact

plate as required.

b.
If the engine does not stop in Step a, ground one

and then the other of the two terminals (Identified

as "IGN" and "SOL") farthest from the sfem of

the kickdown switch. The engine should stop when

one of the two terminals (IGN) is grounded. If

the engine does not stop when the terminal is

grounded, the wiring or connections to the switch

between the switch and coil are defective. When

the btlier terminal (SOL) is grounded, the engine

should stop when the kickdown switch is operated.

If the engine does not stop when the kickdown

switch is operated with the second terminal

grounded, the kickdown switch is defective. If

the trouble is in the kickdown switch, adjust the

linkage to give more travel of the switch rod.

If this does not correct the trouble, replace the

kickdown switch.

If the kickdown switch operates as it should,

check for an open circuit in the wiring between

the kickdown switch and the No. 6 terminal of the

solenoid.

c. If the trouble is not located by the above checks,

the upper contacts of the kickdown switch may not

be opening. To check for this condition, ground

the overdrive control circuit at the governor

switch. This should cause the solenoid to click.

Operate the kickdown switch by hand. This should

cause a second click as the solenoid releases.

If there is no second click, adjust the linkage to

give more travel of the switch rod. If this does

not correct the trouble, replace the kickdown

switch.

CHEVROLET CHASSIS SERVICE MANUAL

CLUTCH AND TRANSMISSIONS 7-14

SPEED HEAVY DUTY TRANSMISSION

(WARNER MODEL T 16)

INDEX

General Description ......

Maintenance and Adjustments

Shift Linkage Adjustment

Side Cover ........

Removal .........

Disassembly
7-14

7-14

7-14

7-14

7-14

7-14
Assembly 7-14

Installation • 7-15

Other Maintenance
&
Adjustment

Operations See 3-Speed Saginaw Section

Transmission Replacement . . . See 3-Speed Saginaw Section

GENERAL DESCRIPTION

The Borg-Warner heavy duty three speed fully syn-

chronized (all forward gears) transmission incorporates

helical gears throughout specially designed to provide

high torque capacity, and gear teeth proportion to operate

at high speeds with neither excessive heat generation nor

excessive frictional losses. Shafts, bearings, high ca-

pacity clutches and other precision parts are held to

close limits providing proper clearances necessary for

durability during extended heavy usage.

The main drive gear is supported by a heavy duty ball

bearing at the front end of the transmission case and is

piloted at its front end in an oil impregnated bushing

mounted in the engine crankshaft. The front end of the

mainshaft is piloted in a row of roller bearings set into

the hollow end of the main drive gear and the rear end

is carried by a heavy duty ball bearing mounted in the

front of the extension housing.

The countergear is carried on a double row of rollers

at both ends while thrust is taken on thrust washers lo-

cated between the ends of the gear and the thrust bosses

in the case. An anti-rattle plate assembly at the front
of the countergear provides a constant spring tension be-

tween the counter and clutch gears to reduce torsional

vibrations. The reverse idler gear is carried on 25

roller bearings while thrust is taken on thrust washers

located between the ends of the gear and the thrust bosses

of the case.

Gear shifting is manual through shift control rods from

the shifter tube in the mast jacket to the rearward shift

lever of the side cover assembly for first and reverse

gear; and through a cross shaft assembly attached to the

forward side cover lever for second and third gear. All

three forward gears are fully synchronized. The syn-

chronizer assemblies consist of a clutch hub, clutch

sleeve, two clutch key springs and three energizer clutch

keys and are retained as an assembly on the main shaft

by a snap ring. The transmission may be used as an aid

in deceleration by downshifting in sequence without

double-clutching or any gear clashing. Reverse is not

synchronized, however, it is a helical gear to insure

quiet operation.

MAINTENANCE AND ADJUSTMENTS

Refer to similar procedures under the 3-speed Saginaw

Transmission Section for—Column Mounted Shift Linkage

Adjustment, Speedometer Driven Gear and Oil Seal Re-

placement, Extension Oil Seal Replacement and Trans-

mission Replacement. ~~

Camaro and Corvette Floor Shift Linkage Adjustment

(Fig.
lc)

1.
Set Lever (L), (K) in neutral position.

2.
Move Lever Assembly (A) and Levers (C), (D) to

neutral position and insert Locating Gauge (B) into

control Lever Bracket Assembly.

3.,
Install Rod (H) with Retainer (M) on Lever (L).

4.
With two Jam Nuts (G), (E) and Swivel (F) loose on

Rod (H) insert and attach Swivel with Retainer (N)

to Lever (D).

5.
Repeat steps 3 and 4 for Rod (J) and Levers (C
&
K).

6. Remove' Locating Gauge and check shift to insure

proper operation.

SIDE COVER ASSEMBLY

Removal

1.
Drain transmission and disconnect control rod and

cross shaft from side cover levers. *

2.
Remove nine cap screws securing the transmission

side cover assembly to transmission, case and re-

move cover assembly, shifting forks, and gasket.
Disassembly (Fig. 2C) '

1.
Remove shifting forks from shift lever assemblies.

2.
Remove nut and lock washer from each shift lever

shaft.

3.
Remove outer shift levers and lightly tap shift lever

shafts from assembly.

4.
Remove two steel balls, poppet spring, interlock pin

and interlock sleeve from cover.

5.
Remove "O" ring seals from shift lever shafts.

Assembly (Fig. 2C)

1.
Install new "O" ring seals to shift lever shafts.

2.
Install low and reverse shifter shaft and plate as-

sembly to cover.

3.
Place shifter shaft and plate assembly in neutral po-

sition, middle detent, and install interlock sleeve,

ball, poppet spring and interlock pin.

4.
Install remaining poppet ball and then install second

and third shifter shaft and plate assembly.

NOTE: Installation is easiest if shifter shaft

and plate assembly passes over ball in its neu-

tral position.

5.
Check clearance between end of interlock sleeve and

shifter shaft and plate cams when one plate is in

neutral and the other is shifted into gear position.

CHEVROLET CHASSIS SERVICE MANUAL

CLUTCH AND TRANSMISSIONS 7-15

LOCATING

GAGE B

N

Fig.
1C - Warner T-16 3-Speed Lever and Linkage Adjustment (Camaro and Corvette)

Clearance should be .002 to .008. Interlock sleeves

are available in four sizes to give the proper

clearance.

6. Install outer shifter levers to shafts with lock wash-

ers and nuts. Tighten securely. v

7.
Instill shifting forks to shift levers (1st and re-

verse fork "hump" towards bottom).

Installation

1.
Install new side cover gasket to transmission case,

install cover and secure with lock washers and cap

screws.

NOTE: The two rear side cover to case at-

taching bolts have a special oil sealing spline

and must be used at these two "through" hole

locations.

2.
Connect control rod and cross shaft to control

levers.

1.
Side Cover

2.
Poppet

3. 1st and Reverse Shifter

Lever and Shaft

4.
Poppet Spring

5. 1st and Reverse Shifter

Fork
6. Interlock Pin

7. 2nd and 3rd Shifting

Fork

8. Interlock Sleeve

9. 2nd and 3rd Shifter

Lever and Shaft

10.
"O11 Ring Seal

Fig.
2C - Side Cover Assembly - Layout

CHEVROLET CHASSIS SERVICE MANUAl

CLUTCH AND TRANSMISSIONS 7-16

FOUR-SPEED TRANSMISSION (MUNCIE)

INDEX

Page

General Description 7-16

Maintenance and Adjustments 7-16

Shift Linkage Adjustment 7-16

Gearshift Lever Reverse Blocker Cable 7-17

Replacement . 7-17

Adjustment 7-17

Speedometer Driven Gear and Oil Seal 7-19

Replacement 7-19

Transmission Side Cover 7-19

Removal 7-19
Page

Disassembly 7-19

Assembly 7-19

Installation . 7-19

Extension Oil Seal ......... 7-19

Replacement 7-19

Component Parts Replacement 7-20

Transmission Replacement 7-20

Removal from Vehicle , 7-20

. Installation in Vehicle . . . 7-20

GENERAL DESCRIPTION

The four-speed synchromesh transmission incorpo-

rates helical gears throughout specially designed to pro-

vide high torque capacity without additional weight, and

gear teeth proportioned to operate at high speeds with

neither excessive heat generation nor excessive fric-

tional losses. Shafts, bearings, high capacity clutches

and other precision parts are held to close limits, pro-

viding proper clearances necessary for durability during

extended heavy usage.

The main drive gear is supported by a heavy-duty ball

bearing at the front end of the transmission case and is

piloted at its front end in an oil impregnated bushing

mounted in the engine crankshaft. The front end of the

mainshaft is piloted in a row of roller bearings set into

the hollow end of the main drive gear and the rear end

is carried by a heavy-duty ball bearing mounted at the

rear end of the transmission case in a retainer casing.

The counter gear is carried on a double row of rollers

at both ends while thrust is taken on thrust washers lo-
cated between the ends of the gear and the thrust bosses

in the case.

The two-piece reverse idler gear is carried on bronze

bushings while thrust is taken on thrust washers located

between the front of the gear and the back of the reverse

idler thrust boss and between the rear of the gear and the

reverse idler shaft boss in the case extension.

Gearshifting is manual through shift control rods to the

transmission cover shifter levers for first through fourth

gears,
and to the reverse lever located in the case ex-

tension. The shifter lever to the rear of the transmis-

sion cover controls first and second gears while the

lever to the front controls third and fourth gears. All

four forward gears are fully synchronized. The trans-

mission may be used as an aid in deceleration by down-

shifting in sequence without double clutching. Reverse is

not synchronized, however, it is a helical gear to insure

quiet operation.

MAINTENANCE AND ADJUSTMENTS

SHIFT LINKAGE ADJUSTMENT (EXC. CORVETTE

AND CAMARO) (Fig. 1m)

1.
Set Transmission Levers (M), (P) and (S) in neutral

detent position.

2.
Move Shift Lever (A) to neutral detent position and

insert a Locating Gauge (1/8" thick by 41/64" (.646)

wide and 3" long) (B) into Control Lever Bracket

Assembly slot.

3.
Install Rod (V) with retainer on Lever (D).

4.
Maintaining Lever (D) against Locating Gauge, ad-

just Clevis (T) at Lever (S) until clevis pin freely

passes through holes in Clevis and Lever.

5. Install clevis pin, washer, and cotter pin. Tighten

Jam Nut (U) against Clevis.

6. Install Rod (H) with retainer on Lever (W).

7. With Jam Nuts (J) and (L) and Swivel (K) loose on

Rod (H), insert and attach Swivel with washer and

retainer to Lever (M).

8. Maintaining Lever (W) against Locating Gauge (B)

and while holding Swivel (K), run Jam Nut (J) against

Swivel until Nut contacts Swivel. Then tighten Jam

Nut (L) against Swivel.

9. Install Rod (R) with retainer on Lever (P).

10.
With Jam Nuts (E) and (G) and Swivel (F) loose on

Rod (R), insert and attach Swivel with retainer to
Lever (C).

11.
Maintaining Lever (C) against Locating Gauge (B) and

while holding Swivel (F), run Jam Nut (G) against

Swivel until Nut contacts Swivel. Then tighten Jam

Nut (E) against Swivel.

12.
Remove Locating Gauge and check shifts to insure

proper operation. Readjust clevis and swivels if

necessary.

NOTE:
Control rods may be attached to trans-

mission shift lever lower holes, to reduce shift

lever travel, for a "faster shift" adjustment op-

tion.
Increased shifting effort is required when

control rods are installed in this "short throw"

position.

CORVETTE AND CAMARO SHIFT LINKAGE

ADJUSTMENT (Fig. 2M)

1.
Set Transmission Shift Levers in neutral position.

2.
Move Shift Lever (A) to neutral position and insert

Locating Gauge (C) into control Lever Bracket As-

sembly (B).

3.
Install Reverse Rod (J) with Retainer on Lever (O).

4.
With two Jam Nuts and Swivel loose on Rod (J) insert

and attach Swivel with Retainer to Lever (D).

CHEVROLET CHASSIS SERVICE MANUAL

CLUTCH AND TRANSMISSIONS 7-17

VIEW A

Fig.
1M - Four-Speed (Muncie) Transmission Gearshift Linkage (Chevrolet Shown)

5.
Repeat steps 3 and 4 for Hod (K) and (L).

6. Remove Locating Gauge and check shift to insure

proper operation.

GEAR SHIFT LEVER REVERSE

BLOCKER CABLE (Fig. 3M)

Replacement

In the event replacement is necessary use the following

procedure.

1.
Remove seat separator (console) assembly.

2.
Remove shift lever seal retainer and slide seal up

on lever.

3.
Remove shift lever knob, and the 2 lever to bracket

retaining nuts and remove the lever assembly.

4.
Replace blocker cable - thread new cable up through

lever and MT" handle and install cable retainer

through access slot. Adjust retainer to hold blocker

end .010/.020" above lever bracket surface, then lock

and cut off excess cable.

5.
Reverse Steps 1, 2 and 3 to install.
Figure 3M shows the adjustment and lubrication proce-

dure for the mechanism. This Figure applies to both

models of lever assemblies.

NOTE: If, for any reason, the cable assembly

is removed from the handle, it is difficult to in-

stall without rework. This is due to the fact that

the extra length of the cable is trimmed after

assembly and, therefore, it is almost impossible

to get the shortened cable to enter the cable hole

in the cylindrical retainer.

If new service cable assemblies are not available, the

original part can be re-used by butt soldering a 2.00 inch

piece of small wire to the cable end. Trim the solder

joint so that it will pass through the hole in the retainer.

After assembly, trim off the excess wire as shown in

Figure 3M.

Adjustment

1.
With set screw loose, assemble cable through hole

in cylindrical retainer above handle.

CHEVROLET CHASSIS SERVICE MANUAL

CWTCH AND TRANSMISSIONS 7-18

LEVER (A)

BRACKET (B)

GAGE

5LOT(C)

ROD(J)

VIEW A

Fig.
2M - Four-Speed (Muncie) Transmission Gearshift Linkage Camaro & Corvette (Typical)

HANDLE

BUSHING

(3 REQ'D.)
KNOB

CABLE TUBING

CABLE ASSEMBLY

LEVER

LEVER ASSEMBLY
LUBE I.D. OF

LEVER WITH

20/30 WGT.

MOTOR OIL

ANTI RATTLE

"O"
RING
SET SCREW

COAT WITH

LUBRIPLATE

OR EQUIVALENT

.000/.020

Fig.
3M - Gearshift- Lever Assembly and Adjustment (Typical)

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
7-20

COMPONENT PARTS REPLACEMENT

3.

4.

5.

6.
TRANSMISSION REPLACEMENT
(EXC.
CORVETTE)

Removal From Vehicle

1.
Remove shift lever trim plate and dust boot.

Remove shift lever assembly.

Raise vehicle
to
desired working height.

Disconnect
the
speedometer cable from speedometer

driven gear fitting.
.
~
. •

Remove propeller shaft, then support engine
at the

oil
pan
rail with
a
jack
or
other suitable support

capable
of
supporting
the
engine when transmission

is removed.

Disconnect shift lever bracket assembly from exten-

sion
and
remove
all 3
transmission shifter levers

from shifter shafts, (leave linkage connected
to

levers)
and
remove bracket assembly levers
and

linkage.

Remove extension mount7 to-crossmember attaching

bolts.

Loosen transmission crossmember
and
move rear-

ward
or
remove.

Remove
the
transmission-to-clutch housing retaining

bolts
and
install two guide pins, J-1126,
in
top holes.

Slide
the
transmission straight back until
the
input

shaft
is
free
of
splines
in the
clutch disc.

Slide
the
transmission rearward
to
allow sufficient

clearance
of
input shaft
and
clutch housing. Then tilt

input shaft
end of
transmission downward and with-
8.

9.

10.

11.
draw transmission from vehicle.

installation
to
Vehicle

1.
Raise transmission
and
rotate
as
necessary-to start

input shaft into clutch disc
and
slide transmission

forward until
it
bottoms against clutch housing.
Re-

move guide pins.

2.
Install
the
transmission-to-clutch housing retaining

bolts.
Torque
all
four retaining bolts
to 50 ft. lbs.

3.
Raise engine
and
position extension mount
to
cross-

member,
and
loosely install
the
retaining bolts.

Tighten crossmember
to
frame retaining bolts.

4.
Remove temporary support from engine, and torque

the extension mount retaining bolts.

5. Install propeller shaft.

6. Install control lever bracket assembly
to
transmis-

sion extension
and
connect shifter levers
to
shifter

shafts.

7. Fill transmission
to
level
of
filler plug hole with

correct lubricant specified
in
Section
0.

8. Lower vehicle and install shift lever assembly, check

shift pattern and adjust linkage
as
required.

9. Install trim plate and dust boot.

CORVETTE TRANSMISSION REPLACEMENT

Refer
to
similar procedure under 3-Speed Corvette

Transmission.

FOUR-SPEED (SAGINAW) TRANSMISSION

INDEX

Page

General Description
7-20

Maintenance
and
Adjustments
. . 7-21

Shift Linkage Adjustment.
. 7-21

Speedometer Driven Gear
and

Oil Seal ................
(See
Muncie 4-Speed)

Side Cover
7-22
Page

Removal
. . , 7-22

Disassembly
. . 7-22

Assembly
. . . 7-22

Installation
. 7-22

Extension
Oil
Seal
(See
Muncie 4-Speed)

Transmission Replacement (See Muncie 4-Speed)

GENERAL DESCRIPTION

The Saginaw four speed fully synchronized
(all
forward

gears) transmission incorporates helical drive gears

throughout.

The main drive gear
is
supported
by a
ball bearing
at

the front
end of the
transmission case and
is
piloted
at its

front
end in an oil
impregnated bushing mounted
in the

engine crankshaft.
The
front
end of the
mainshaft
is

piloted
in a row of
roller bearings
set
into
the
hollow
end

of
the
main drive gear
and the
rear end
is
carried
by a

ball bearing mounted
in the
front
of the
extension housing.

The countergear
is
carried
on a
single
row of
rollers

at both ends while thrust
is
taken on thrust washers
lo-

cated between
the
ends
of the
gear and
the
thrust bosses

in
the
case. Ah anti-rattle plate assembly
at the
front
of

the countergear provides
a
constant spring tension
be-

tween
the
counter
and
clutch gears
to
reduce torsional

vibrations.
The
sliding reverse idler gear
is
carried
on

a bushing finish bored
in
place.
It
rotates
on a
short

idler shaft retained by
a
woodruff
key.

The synchronizer assemblies consist
of a
clutch
hub,

clutch sleeve,
two
clutch
key
springs and three energizer

clutch keys
and are
retained
as an
assembly on
the
main

shaft
by a
snap ring.
A great deal
of
similarity
and
interchangeability
now

exists between
the new 3 and
4-speed Saginaw trans-

missions.

However,
the
synchronizer assembly
at the
front
of the

mainshaft
is
used
for the
third and fourth rather than
the

second
and
third shift.
The
synchronizer assembly
at

the rear
of the
mainshaft
is
used
for the
first and second

rather than
the
first
and
reverse shift. Gear teeth
cut

in
the
first and second synchronizer sleeve (reverse gear)

distinguish
it
from
the
third
and
fourth synchronizer

sleeve.

Starting from
the
front, gears
on the
mainshaft
are

third, second
and
first rather than second, first and
re-

verse.
A
fourth blocker ring
is
used between
the 1-2

synchronizer assembly
and
first gear
on the
four-speed

transmissions.

The cover
on the new
four-speed transmission
is lo-*

cated
on the
left-hand side
of the
case.
It is
similar
to

the three-speed cover with
the
addition
of a
reverse

shifter shaft assembly, detent ball
and
detent spring.

Disassembly
and
assembly procedures
are
covered
in

this section.

CHEVROLET CHASSIS SERVICE MANUAL

CLUTCH AND TRANSMISSIONS 7-21

MAINTENANCE AND ADJUSTMENTS

SHIFT LINKAGE ADJUSTMENT

(CHEVROLET & CHEVELLE)

1.
Set Lever (L) (M) and (P) in neutral detent position.

2.
Move Lever Stud (A) to neutral detent position and

insert Locating Gauge (B) into Control Lever Bracket

Assembly.

3.
Install Reverse Rod (H) with retainer on Lever (T).

4.
Maintaining Lever (T) against Locating Gauge, Adjust

Clevis (R) at Lever (P) until Clevis Pin freely passes

through holes in Clevis (R) and Lever (P).

5.
Install Clevis Pin, Washer and Cotter Pin; tighten

Nut (S) against Clevis (R).

6. Install Rod (K) with retainer on Lever (C).

7.
Maintaining Lever (C) against Locating Gauge, adjust

Clevis (N) at Lever (M) until Clevis Pin freely

passes through holes in Clevis (N) and Lever (M).

8. Install Clevis Pin, Washer and Cotter Pin; tighten

Nut (O) against Clevis (N).

9. Install Rod (J) with retainer on Lever (L).

10.
With two Jam Nuts (G), (E) and Swivel (F) loose on

Rod (J) insert and attach Swivel (F) with retainer to

Lever (D).

11.
Maintaining Lever (D) against Locating Gauge (B)

while holding Swivel (F) run Jam Nut (G) against

Swivel (F) then tighten other Jam Nut (E) against

swivel.

12.
Remove Locating Gauge and check shifts to insure

proper operation, readjust if necessary.

SHIFT LINKAGE ADJUSTMENT (CHEVY II)

1.
Set Levers (H) (R) and (T) in neutral detent position.
2.
Move Lower Control Lever (A) to neutral detent po-

sition and insert Locating Gauge (B) into Control

Lever Bracket Assembly.

3.
Install Reverse Control Rod (G) with retainer on

Lever (X).

4.
Maintaining Lever (X) in neutral position with Locat-

ing Gauge (B), Adjust Clevis (V) at lever (T) until

Clevis Pin freely passes through hole in Clevis (V)

and Lever (T).

5.
Install Clevis Pin, Washer and Cotter Pin. Tighten

Jam Nut (W) to specified torque against Clevis.

6. Install Control Rod (F) with retainer on Lever (C).

7.
Maintaining Lever (C) in neutral position with Locat-

ing Gauge (B), Jam Nuts (M and S) and Swivel (N)

loose on Rod (F), attach to Lever (R) with retainer.

8. While holding Swivel (N) run Jam Nut (M) against

Swivel (N) and tighten Jam Nut (S) against Swivel (N).

9. Install Rod (E) with retainer on Lever (D).

10.
Maintaining Lever (D) in neutral position with Locat-

ing Gauge (B) and Jam Nut (J and L) and Swivel (K)

loose on Rod (E) attach to Lever (H) with retainer.

11.
While holding Swivel (K) run Jam Nut (J) against

Swivel (K) and tighten Jam Nut (L) against Swivel (K).

12.
Remove Locating Gauge (B) and shift to insure proper

operation. Readjust clevis and swivels if necessary.

SHIFT LINKAGE ADJUSTMENT

(CAMARO AND CORVETTE)

1.
Set Transmission Shift Levers in neutral position.

2.
Move Lever Arm (A) and Lever (C) (D) and (E) to

neutral position and insert Locating Gauge (B) into

Control Lever Bracket Assembly.

N

f E

Fig.
IX - Shift. Linkage (Chevrolet & Chevelle)

CHEVROLET CHASSIS SERVICE MANUAL