CHEVROLET CAMARO 1967 1.G Chassis Workshop Manual
Manufacturer: CHEVROLET, Model Year: 1967, Model line: CAMARO, Model: CHEVROLET CAMARO 1967 1.GPages: 659, PDF Size: 114.24 MB
Page 391 of 659
CLUTCH AND TRANSMISSIONS 7-32
21.
Remove transmission output shaft slip yoke and in-
sert a plastic shipping plug in end of extension to
prevent spillage of transmission fluid.
NOTE:
The yoke is removed to avoid tearing
the heat reflecting pad on the underbbdy, when
the transmission is being removed.
22.
Remove bright metal ignition shielding from dis-
tributor area.
23.
Remove the transmission dip stick and tube
assembly.
24.
Disconnect transmission vacuum modulator line at
distributor advance line tee.
25.
Position transmission hoist under transmission and
attach safety chain to transmission.
26.
Remove transmission converter housing-to-engine
attaching foolts and slide transmission rearward.
NOTE:
Observe converter when moving trans-
mission rearward. If converter does not move
with the transmission, pry it free of flywheel
before proceeding.
27.
Install converter retaining strap.
28.
Lower and remove transmission from vehicle by
tilting the front down and to the right while inter-
mittently lowering the transmission to facilitate its
• removal.
29.
Reinstall transmission assembly by performing the
above steps in reverse order.
Bolt Torques
Transmission Case to Flywheel
Housing Bolts 35 ft. lbs.
Converter to Flywheel Bolts. . , . . 35 ft. lbs.
OTHER SERVICE OPERATIONS
Although certain operations, such as oil pan or gasket
replacement, valve body, governor, filler pipe "O" ring,
speedometer drive gear, case extension "0" ring and
rear oil seal, vacuum modulator, and servo cover or
gasket service may be performed from underneath the
vehicle without removing the Powerglide; their service
procedure is covered in the Passenger Overhaul Manual
and is not repeated here. Refer to the- Powerglide Sec-
tion of the Passenger Overhaul Manual for all other
service operations not covered here.
DIAGNOSIS
Proper operation of the Powerglide transmission may
be affected by a number of factors, all of which must be
considered when trouble in the unit is diagnosed.
Proper trouble diagnosis can only be accomplished
when performed in a thorough step by step procedure.
The following procedure has been devised and tested and
is recommended for all trouble diagnosis complaints and
if the service man will follow this checking procedure,
accurate and dependable diagnosis may be accomplished.
This will result in a savings of time, not only to the
service man, but to the customer as well.
WARMING UP TRANSMISSION
Before attempting to check and/or correct any com-
plaints on the Powerglide transmission it is absolutely
essential that the oil level be checked and corrected if
necessary. An oil level which is either too high or too
low can be the cause of a number of abnormal conditions
from excessive noise to slippage in all ranges.
It must be remembered that cold oil will slow up the
action of the hydraulic controls in the transmission. For
this reason a trouble or oil leak diagnosis should not be
attempted until the transmission has been warmed up by
either of the following procedures:
Shop Warm Up
1.
Connect tachometer to engine.
2.
Set parking brake tight and start engine.
3.
Place selector light in
"D"
(drive) range.
4.
Adjust carburetor idle speed adjusting screw to run
engine at approximately 750 rpm and operate in this
manner for two minutes. At the end of two minutes
of operation, the transmission will be sufficiently
warmed up for diagnosis purposes.
NOTE:
At this point, readjust the engine idle
speed to 450-475 rpm in
"D"
range.
Road Warm Up
Drive the car approximately 5 miles with frequent
starts and stops.
NOTE:
At this point, make sure the engine idle
speed is set to 450-475 rpm in
"D"
range.
CHECKING FLUID LEVEL AND CONDITION
After transmission has been warmed up, check the
fluid level with the engine idling, parking brake set and
control lever in "N" (neutral). If the fluid level is low,
add fluid to bring level up to the full mark on gauge rod,
CAUTION: If fluid level is too high, fluid may
be aerated by the planet carrier. Aerated fluid
will cause turbulence in the converter which will
result in lost power, lower stall speed and lower
pressures in control circuits. Lower fluid level
to full mark, then shut off engine to allow air
bubbles to work out of fluid.
When checking oil level, aburned smell and discolora-
tion indicate burned clutches or bands and the transmis-
sion will have to be removed.
MANUAL LINKAGE
Manual linkage adjustment and the associated neutral
safety switch are important from a safety standpoint.
The neutral safety switch should be adjusted so that the
engine will start in the Park and Neutral positions only.
With the selector lever in the Park position, the park-
ing pawl should freely engage and prevent the vehicle
CHEVROLET CHASSIS SERVICE MANUAL
Page 392 of 659
CLUTCH AND TRANSMISSIONS 7-33
from rolling. The pointer on the indicator quadrant
should line up properly with the range indicators in all
ranges.
OIL LEAKS
Before attempting to correct an oil leak, the actual
source of the leak must be determined. In many cases
the source of the leak can be deceiving due to "wind flow1 f
around the engine and transmission.
The suspected area should be wiped clean of all oil
before inspecting for the source of the leak. Red dye is
used in the transmission oil at the assembly plant and
will indicate if the oil leak is from the transmission.
The use of a "black light"* to identify the oil at the
source of leak is also helpful. Comparing the oil from
the leak to that on the engine or transmission dip stick
(when viewed by black light) will determine the source
of the leak.
Oil leaks around the engine and transmission are gen-
erally carried toward the rear of the car by the air
stream. For example, a transmission "oil filter tube
to case leak" will sometimes appear as a leak at the
rear of the transmission. In determining the source of
an oil leak it is most helpful to keep the engine running.
The mating surfaces of servo cover, converter housing,
transmission case and transmission case extension
should be carefully examined for signs of leakage. The
vacuum modulator must also be checked to insure that
the diaphragm has not ruptured as this would allow trans-
mission oil to be drawn into the intake manifold. Us-
ually, the exhaust will be excessively smoky if the
diaphragm ruptures due to the transmission oil added to
the combustion. The transmission case extension rear
oil seal should also be checked. All test plugs should be
checked to make sure that they are tight and that there
is no sign of leakage at these points. The converter
underpan should also be removed. Any appreciable quan-
tity of oil in this area would indicate leakage at the pump
square seal ring, pump seal assembly, or pump bolt
sealing washers.
BASIC PRESSURE CHECKS
Four basic pressure checks are used for diagnosis and
operational checks for the Aluminum Powerglide trans-
mission. All checks should be made only after thoroughly
warming up the transmission.
• Wide Open Throttle Upshift Pressure.
• Idle Pressure in "Drive" Range.
• Manual "Low" Range Pressure.
• "Drive" Range Overrun (Coast) Pressure.
It is not recommended that stall tests be conducted
which would result in engine vacuum falling below 10" Hg.
Pressure gauge hose connections should be made at
the low servo apply (main line) test point (fig. 14PG).
Run the gauge line into the driving compartment by
pushing aside the mast jacket seal. The line out of the
way of the drivers feet and connect to pressure gauge
J-21867.
• Wide Open Throttle Upshift Pressure Check
Refer to the pressure check chart for upshift pressure
SERVO APPLY
PRESSURE
Fig.
14PG - Pressure Test Plug
points as indicated on the lower servo apply (main line)
gauge.
• Idle Pressure in "Drive" Range
In addition tp the oil pressure gauges, a vacuum gauge
is needed for this check.
With the parking brake applied and the shift selector
lever in "Drive", low servo apply (main line) pressure
should be as shown on the pressure check chart.
If pressures are not within these ranges, the following
items should be checked for oil circuit leakage:
1.
Pressure regulator valve stuck.
2.
Vacuum modulator valve stuck.
3.
Hydraulic modulator valve stuck.
4.
Leak at low servo piston ring (between ring and
bore).
5.
Leak at low servo piston rod (between rod and bore).
6. Leak at valve body to case gasket.
7.
Leak at valve body gaskets.
8. Front pump clearances.
9. Check passages in transmission case for porosity.
• Manual "Low" Range Pressure Check
Connect a tachometer, apply the parking brake, place
the selector lever in "Low" range, and adjust the engine
speed to 1000 rpm with the car stationary.
Low servo apply (main line) pressure should be as
shown on the pressure check chart.
Pressures not within this range can indicate the fol-
lowing possibilities:
1.
Partially plugged oil suction screen.
2.
Broken or damaged ring low servo.
CHEVROLET CHASSIS SERVICE MANUAL
Page 393 of 659
CLUTCH AND TRANSMISSIONS 7-34
3.
Pressure regulator valve stuck.
4.
Leak at valve body to case gasket.
5.
Leak between valve body gaskets,.
6. Leak at servo center.
7.
Front pump clearances.
• Drive Range Overrun (Coast) Pressure
With the vehicle coasting in "Drive" range at 20-25
MPH with engine vacuum at approximately 20" Hg., low
servo apply (main line) pressure sttould be as shown on
the pressure check chart.
POWERGLIDE BASIC PRESSURE (MAINLINE) CHECK CHART
Engine
L-4 - 153 and
L-6 - 194
L-6 - 230
L-6 - 250
(Pass.)
L-6 - 250
(Taxi & Police)
V-8 - 283
V-8-327(2BBL Camaro)
V-8 - 327
&
427
V-8 - 396
V-8-327(W/RPO K-19)
V-8 - 350
Wide Open
Throttle
Upshift (psi)
93 - 104
96 - 112
91 - 105
96 - 112
90 - 105
91 - 107
104 - 119
104 - 119
99 - 113
91 - 106
Idle Pressure In
"Drive" Range
16"
Hg.
35-48
60 - 74
59 - 72
60 - 74
60 - 73
60 - 74
60 - 74
60 - 74
54 - 69
60 - 74
10"
Hg.*
60 - 71
88 - 101
84 - 95
88 - 101
86-98
88 - 101
88 - 101
88 - 101
83 - 95
88 - 101
Manual "Low"
Range
@
1000
RPM (psi)
105 - 118
124 - 139
105 - 118
124 - 139
115 - 128
124 - 139
124 - 139
124 - 139
109 - 124
124 - 139
Drive Range
Overrun (Coast)
@ 20 - 25 MPH
(20"
Hg.
Approx.) - psi
48 - 54
48 - 54
48 - 54
48 - 54
48 - 54
48 - 54
48 - 54
48 - 54
42 - 48
48 - 54
•Partially open throttle until vacuum reads 10" Hg.
CHEVROLET CHASSIS SERVICE MANUAL
Page 394 of 659
1967
SHIFT POINTS-POWERGLIDE
Chevrolet Models
(MPH)
Engine
Throttle
Position
Closed
"DefcenT
Touch
Full
Detent
L250 (Base)
3.36 Axle - 8.25
14 Tire
Up
13.5-16.8
40.8-50.0
49.5-56.9
Down
12.3-15.B
22.4-34.2
45.8-53.6
L250 (Base) Taxi
3.07 Axle- 8.15
15 Tire
Up
15.1-18.8
45.9-57.2
55.6-63.9
Down
13.8-17.7
24.7-38.0
51.2-60.0
L250 (Base) Police
3.31 Axle - 8.25
14 Tire
Up
13.7-17.0
41.5-51.7
50.2-57.7
Down
12.5-16.0
22.3-34.3
46.2-54.2
V283 (Base)
3.36 Axle - 8.25
14 Tire
Up
13.5-16.7
43.7-53.2
52.5-59.4
Down
12.4-15.8
15.3-23.1
49.2-56,5
V327 (L30)
3.08 Axle - 8.25
14 Tire
Up
15.0-18.5
53.8-65.1
65.8-73.5
Down
13.7-17.4
16.9-27.9
61.5-69.7
V327 (L30/K19)
3.08 Axle - 8.25
14 Tire
Up
15.0-18.5
53.8-65.1
65.8-73.5
Down
13.8-17.6
17.1-28.4
61.7-69.9
V396 (L35)
3.07 Axle - 8.25
14 Tire
Up .
15.1-18.6
54.0-65.3
66.0-73.8
Down
13.8-17.5
17.0-28.0
61.7-69.9
Chevelle Models (MPH)
Engine
Throttle
Position
Closed
"UHenf"
Touch
Full
Detent
L230 (L26)
3.08 Axle - 7.35
14 Tire
Up
14.0-17.4
42.3-52.8
51.3-59.0
Down
12.8-16.4
22.8-35.0
47.2-55.3
L250 (L22)
3.08 Axle- 7.35
14 Tire
Up
14.0-17.4
42.3-52.8
51.3-59.0
Down
12.8-16.4
23.3-35.4
47.5-55.6
V283 (Base)
3.08 Axle - 7.35
14 Tire
Up
14.0-17.4
45.3-55.2
54.4-61.5
Down
12.8-16.3
15.8-23.9
51.0-58.5
V327 (L30)
3.08 Axle - 7.35
14 Tire
Up
14.3-17.6
51.1-61.9
62.5-69.9
Down
13.0-16.6
16.1-26.5
58.5-66.2
V327 (L30/K19)
3.08 Axle - 7.35
14 Tire
Up
14.3-17.6
51.1-61.9
62.5-69.9
Down
13.2-16.7
16.2-27.0
58.7-66.4
V396 (L34)
3.31 Axle - F70
14 Tire
Up
13.9-17.1
56.7-68.8
70.7-78.5
Down
12.7-16.1
15.7-21.6
65.8-74.1
V396 (L35)
3.07 Axle - F70
14 Tire
Up
14.8-18.3
55.3-67.4
68.9-76.9
Down
13.5-17.2
16.7-20.8
64.1-72.6
Chevy II Models (MPH)
Engine
Throttle
Position
Closed
Detent
Touch
Full
Detent
L194 (Base) M35
3.08 Axle - 6.95
14 Tire
Up
13.1-16.9
39.8-49.8
48.2-55.6
Down
12.4-15.9
22.6-33.9
44.7-52.4
L194 (Base) C60
3.36 Axle - 6.95
14 Tire,
Up
12.4-15.5
36.5-45.6
44.2-51.0
Down
11.4-14.6
20.8-31.1
41.0-48.1
L250 (L22)
3.08 Axle - 6.95
14 Tire
Up
13.7-17.0
41.4-51.6
50.2-57.7
Down
12.5-16.0
22.8-34.7
46.4-54.4
V283 (Base)
Chevy II
3.08 Axle- 6.95
14 Tire
Up
13.8-17.1
46.1-56.0
55.3-62.5
Down
12.6-16.1
15.6-24.3
51.9-59.4
V283 (Base)
Super Sport
3.08 Axle - 6.95
14 Tire
Up
13.7-17.0
44.3-54.0
53.2-60.2
Down
12.5-16.0
15.5-23.4
49.9-57.3
V327 (L30)
3.08 Axle - 6.95
14 Tire
Up
14.0-17.2
50.0-60.5
61.1-68.3
Down
12.8-16.2
15.7-25.9
57.2-64.8
V327 (L3O/K19)
3.08 Axle - 6.95
14 Tire
Up ,
14.0-17.2
50.0-60.5
61.1-68.3
Down
12.9-16.3
15.9-26.4
57.4-65.0
Corvette Models
(MPH)
Comoro Models
(MPH)
Engine
Throttle
Position
Closed
Detent
Touch
Full
Detent
V327 (Hi. Perf.)
3.3*6
Axle - -7.75
15 Tire
Up
13.8-17.0
49.3-59.7
60.3-67.4
Down
12.6-16.0
15.5-25.5
56.4-63.9
V427 (L36)
3.36 Axle - 7.75
15 Tire
Up
13.8-17.0
55.7-66.9
68.1-75.6
Down
12.6-16.0
15.5-28.5
63.7-71.6
L230 (L26)
(M35
&
D55)
2.72 Axle - 7.35
14 Tire
Up
15.8-19.6
47.8-59.5
57.9-66.5
Down
14.4-18.5
25.7-39.5
53.2-62.4
L250 (L22)
(M35
&
D55)
2.73 Axle - 7.35
14 Tire
Up
15.8-19.6
47.8-59.5
57.9-66.9
Down
14.4-18.5
26.2-40.0
55.5-62.3
V327 (M35
&
D55)
2.73 Axle - 7.35
14 Tire
Up
16.1-19.9
57.7-69.8
70.5-78.8
Down
14.7-18.7
18.2-29.9
66.0-74.1
V327 (K19)
(M35
&
D55)
2.73 Axle - 7.35
14 Tire
Up
16.1-19.9
57.7-69.8
70.5-78.8
Down
14.8-18.8
18.3-30.4
66.7-74.9
V327 (Base) 28RL
2.73 Axle - 7.35
14 Tire
Up
16.9-18.3
56.7-63.4
68.4-71.9
Down
15.6-17.2
34.4-42.9
64.8-68.6
Page 395 of 659
CLUTCH AND TRANSMISSIONS 7-36
TURBO HYDRA-MATIC TRANSMISSION
INDEX
Page
General Description . . , . 7-36
Maintenance and Adjustments . 7-37
Transmission Fluid 7-37
Fluid Level Indicator 7-37
Shift Control Linkage Adjustment ........... 7-37
Neutral Safety Switch Adjustment 7-37
Draining and Refilling Transmission . . . 7-37
Pressure Regulator Valve 7-38
Control Valve Body . 7-39
Governor ..'.... 7-40
Modulator and Modulator Valve 7-40
Parking Linkage . . 7-40
Page
Rear Seal -. 7-40
Other Service Operations . . 7-40
Transmission Replacement 7-40
Turbo Hydra-Matic Diagnosis Procedure. ......... 7-41
Sequence . ; ; 7-41
Oil Level and Condition Check 7-41
Manual Linkage 7-41
Oil Leaks .' 7-41
Case Porosity - Repair ................ 7-42
Oil Pressure Check 7-42
Transmission Shift Points 7-42
Special Tools 7-43
GENERAL DESCRIPTION
The Turbo Hydra-Matic transmission is a fully auto-
matic unit consisting primarily of a 3-element hydraulic
torque converter and a compound planetary gear set.
Three multiple-disc clutches, one sprag unit, one roller
clutch and two bands provide the friction elements re-
quired to obtain the desired function of the compound
planetary gear set.
The torque converter couples the engine to the plane-
tary gears through oil and provides hydraulic torque
multiplication when required. The compound planetary
gear set produces three forward speeds and reverse.
The
3-
element torque converter consists of a pump or
driving member, a turbine or driven member, and a
stator assembly. The stator is mounted on a one-way
roller clutch which will allow the stator to turn clock-
wise but not counter-clockwise.
The torque converter housing is filled with oil and
is attached to the engine crankshaft by a flex plate and
always rotates at engine speed. The converter pump is
an integral part of the converter housing, therefore the
pump blades, rotating at engine speed, set the oil within
the converter into motion and direct it to the turbine,
causing the turbine to rotate.
As the oil passes through the turbine it is traveling in
such a direction that if it were not re-directed by the
stator it would hit the rear of the converter pump blades
and impede its pumping action. So at low turbine speeds,
the oil is re-directed by the stator to the converter pump
in such a manner that it actually assists the converter
pump to deliver power or multiply engine torque.
As turbine speed increases, the direction of the oil
leaving the turbine changes and flows against the rear
side of the stator vanes in a clockwise direction. Since
the stator is now impeding the smooth flow of oil, its
roller clutch releases and it revolves freely on its shaft.
Once the stator becomes inactive, there is no further
multiplication of engine torque within the converter. At
this point, the converter is merely acting as a fluid
coupling as both the converter pump and turbine are
being driven at approximately the same speed - or at a
one-to-one ratio.
A hydraulic system pressurized by a gear type pump
provides the working pressure required to operate the
friction elements and automatic controls.
External control connections to transmission are:
Manual Linkage
Engine Vacuum
12 Volt Electrical
Signal
To select the desired op-
erating range.
To operate a vacuum mod-
ulator unit.
To operate an electrical
detent solenoid.
A vacuum modulator is used to automatically sense
any change in the torque input to the transmission. The
vacuum, modulator transmits this signal to the pressure
regulator for line pressure control, to the 1-2 accumula-
tor valve, and to the shift valves so that all torque re-
quirements of the transmission are met and smooth
shifts are obtained at all throttle openings.
The detent solenoid is activated by an alectric switch
on the carburetor. When the throttle is fully opened, the
switch on the carburetor is closed, activating the detent
solenoid and. causing the transmission to downshift at
speeds below approximately 70 MPH.
The selector quadrant has six selector positions: P,R,
N,D,
L2,L1.
P.
*
- Park position positively locks the output shaft to
the transmission case by means of a locking pawl
to prevent the vehicle from rolling in either di-
rection. The engine may be started in Park
position.
R. - Reverse enables the vehicle to be operated in a
reverse direction.
N.
- Neutral position enables the engine to be started
and run without driving the vehicle.
D,
- Drive Range is used for all normal driving condi-
tions and maximum economy. Drive Range has
three gear ratios, from the starting ratio to
direct drive. Detent downshifts are available by
depressing the accelerator to the floor.
L2.
- L2 Range has the same starting ratio as Drive
Range, but prevents the transmission from shift-
ing above second speed to retain second speed
acceleration when extra performance is desired.
L2 Range can also be used for engine braking.
L2 Range can be selected at any vehicle speed,
and the transmission will shift to second gear and
remain in second until the vehicle speed or the
throttle are changed to obtain first gear operation
in the same manner as in D Range.
CHIVROLET CHASSIS SERVICE MANUAL
Page 396 of 659
CLUTCH AND TRANSMISSIONS 7-37
LI.
- LI Range can be selected at any vehicle speed,
and the transmission will shift to second gear
and remain in second until vehicle speed is re-
duced to approximately 40 MPH, .depending on
axle ratio. LI Range position prevents the trans-
mission from shifting out of first gear.
It is very important that any communication concerning
the Turbo Hydra-Matic always contain the transmission
serial number and that all transmission parts returned
to Chevrolet Motor Division always be tagged with the
transmission serial number.
MAINTENANCE AND ADJUSTMENTS
TRANSMISSION FLUID
Transmission fluid level should be checked with trans-
mission warm and selector lever in "P" Park position,
every time engine oil level is checked or as specified in
Section 0 when engine oil is changed.
CAUTION: Since the Turbo Hydra-Matic trans-
mission is very sensitive to oil level, special
precautions should be taken when checking the
oil level, to insure against an overfifE
Transmission fluid should be changed as specified in
Section 0.
FLUID LEVEL INDICATOR
The fluid level indicator is located in the filler pipe at
the right rear corner of the engine. To bring the fluid
level from the add mark to the full mark add 1 pint.
Fluid level should be to the full mark with transmission
at normal operating temperature. With cold fluid the
level should be at the add mark or slightly below.
SHIFT CONTROL LINKAGE ADJUSTMENT
Adjust linkage as shown below and in Figure 2.
1.
The shift tube and lever assembly must be free in the
mast jacket See Section 9 for alignment of steering
column assembly if necessary.
2.
To check for proper shift linkage adjustment, lift the
transmission selector lever towards the steering
wheel. Allow the selector lever to be positioned in
drive (D) by the transmission detent.
NOTE: Do not use the indicator pointer as a
reference to position the selector lever. When
performing linkage adjustment, pointer is ad-
justed last.
3.
Release the selector lever. The lever should be in-
hibited from engaging low range unless the lever is
lifted.
4.
Lift the selector lever towards the steering wheel,
and allow the lever to be positioned in neutral (N) by
the transmission detent.
5.
Release the selector lever. The lever should now be
inhibited from engaging reverse range unless the
lever is lifted.
6. A properly adjusted linkage will prevent the selector
lever from moving beyond both the neutral detent,
and the drive detent unless the lever is lifted to pass
over the mechanical stop in the steering column.
See schematic diagram.
7.
In the event that an adjustment is required, place the
selector lever in drive (D) position as determined by
the transmission detent. See Steps 2 and 3.
8. Loosen the adjustment swivel at the cross-shaft, and
rotate the transmission lever so that it contacts the
drive stop in the steering column.
9. Tighten the swivel and recheck the adjustment. See
Steps 2 and 6. -
l(h Readjust indicator needle if necessary to agree with
the transmission detent" positions. See Section 9.
11.
Readjust neutral safety switch if necessary to pro-
vide the correct relationship to the transmission de-
tent positions. See Section 12.
12.
When properly adjusted the following conditions must
be met by manual operation of the steering column
shift lever:
a. From reverse to drive position travel, the trans-
mission detent feel must be noted and related to
indicated position on dial.
b.
When in drive and reverse positions, pull lever
rearward (towards steering wheel) and then re-
lease. It must drop back into position with no
restrictions.
NEUTRAL SAFETY SWITCH ADJUSTMENT
The neutral safety switch must be adjusted so that the
car will start in the park or neutral position, but will not
start in the other positions. For replacement refer to
Section 12 of this Manual.
DRAINING AND REFILLING TRANSMISSION
Drain oil immediately after operation before it has had
an opportunity to cool.
To drain oil proceed as follows:
1.
Remove bottom pan attaching screws, pan, and gas-
ket.
2.
Remove oil strainer. Remove "O" ring seal from
pick-up pipe and discard.
3.
Discard strainer if dirty.
4.
Install new "O" ring seal on pick-up pipe and install
strainer and pipe assembly.
5.
Thoroughly clean bottom pan.
6.. Affix new gasket to bottom pan with petroleum jelly.
7.
Install bottom pan with attaching screws and torque
to specifications;
8. If only the pan has been removed, pour approximately
7-1/2 pints of fluid into the transmission. If the
valve body has also been removed use 9-1/2 pints.
After a complete overhaul approximately 19 pints
are required. Be sure container, spout, or funnel is
clean.
9. Start engine and let idle (carburetor off fast idle
step).
Place selector lever in P position and apply
hand brake.
10.
With transmission warm (approximately 150°F), add
fluid to bring level to full mark on indicator.
CAUTION: Do not overfill. Foaming will re-
sult.
CHEVROLET CHASSIS SERVICE MANUAL
Page 397 of 659
CLUTCH AND TRANSMISSIONS 7-38
Fig.
IT - Gearshift- Controls (column) - Typical
PRESSURE REGULATOR VALVE
Removal
1.
Remove bottom pan and Strainer.
2.
Compress regulator boost valve bushing against
pressure regulator spring and remove snap ring,
using J-5403 pliers.
3.
Remove regulator boost valve bushing and valve.
4.
Remove pressure regulator spring.
5. Remove regulator valve, spring retainer, and spac-
er (s) if present.
CHEVROLET CHASSIS SERVICE
Page 398 of 659
CLUTCH AND TRANSMISSIONS 7-39
LINKAGE ADJUSTMENT
1.
Set lever (D) & control lever (E) in "Drive" detent.
2.
Apply Forward load (Y) on lever (G) to Fully
seat lever (E) in "Drive".
3. Place a %4" spacer (H) between nut (A) & Swivel (J),
run nut (A) to spacer. Remove spacer & apply
rearward load (X) until lever (G) touches nut (A).
Tighten nut B.
4. Check shift pattern in all ranges, readjust
if required.
LEVER (E)
LEVER (D)
ACTUATING LEVER (G)
LOAD (Y)
SWIVEL (J)
NUT (A)
GROMMET
Fig.
2T - Gearshift Controls (console) - Typical
Installation
Installation of the pressure regulator valve is the re-
verse of the removal.
CONTROL VALVE BODY
Removal
1.
Remove bottom pan and strainer.
2.
Disconnect solenoid lead from connector terminal.
3.
Remove control valve body attaching screws and de-
tent roller spring assembly.
NOTE:
Do not remove solenoid attaching
screws.
4.
Remove control valve body assembly and governor
CHEVROLET CHASSIS SERVICE MANUAL
Page 399 of 659
CLUTCH AND TRANSMISSIONS 7-40
pipes.
If
care
is
taken
in
removing control valve
body
the six (6)
check balls will stay
in
place above
the spacer plate.
CAUTION:
Do not
drop manual valve.
5. Remove
the
governor pipes
and
manual valve from
control valve body.
Installation
Installation
of the
control valve body
is the
reverse
of
the removal.
GOVERNOR
Removal
.
1.
Remove governor cover attaching screws, cover,
and
gasket.
2.
Discard gasket.
3.
Withdraw governor assembly from case.
Installation
Installation
of the
governor assembly
is the
reverse
of
the removal.
Use a new
gasket under
the
governor
cover.
MODULATOR AND MODULATOR VALVE
Removal
1.
Remove modulator assembly attaching screw
and
retainer.
2.
Remove modulator assembly from case. Discard
"O"
ring seal.
3.
Remove modulator valve from case.
Installation
Installation
of the
modulator assembly
and
modulator
valve
is the
reverse
of the
removal.
Use a new
"O" ring
seal
on the
modulator assembly.
PARKING LINKAGE
Removal
1.
Remove bottom
pan and oil
strainer.
2.
Unthread
jam nut
holding detent lever
to
manual
shaft.
3.
Remove manual shaft retaining
pin
from case.
4.
Remove manual shaft
and jam nut
from case.
NOTE:
DO NOT
remove manual shaft seal
un-
less replacement
is
required.
5. Remove parking actuator
rod and
detent lever
as-
sembly.
6. Remove parking pawl bracket attaching screws
and
bracket.
7. Remove parking pawl return spring.
NOTE:
The
following steps should
not be com-
pleted unless part replacement
is
required.
8. Remove parking pawl shaft retainer.
9.
Remove parking pawl shaft,
cup
plug, parking pawl
shaft, and parking pawl.
Installation
Installation
of the
parking linkage
is the
reverse
of the
removal.
Use new
seal
and cup
plug,
if
removed,
and
new bottom
pan
gasket.
REAR SEAL
Removal
1.
Remove propeller shaft.
2.
Pry
seal
out
with screw driver.
Installation
1.
Using Tool J-5154
or
J-21359 install
new
seal.
2.
Re-install propeller shaft.
OTHER SERVICE WITH TRANSMISSION IN VEHICLE
The following operations when done
as
single opera-
tions
and not as
part
of a
general overhaul should,
as a
practical matter,
be
performed with
the
transmission
in
the.
vehicle. Refer
to the
"Transmission Disassembly
and Reassembly" section
of the
Overhaul Manual
for
service procedures.
a. Oil
filler pipe
and
"O"
ring seal.
b.
Oil pan
and
gasket.
c. Down shift solenoid
or
connector.
d. Valve body spacer plate, gasket
and
check balls.
e. Front accumulator piston.
f.
Rear servo
and
rear accumulator assembly.
g.
Rear band apply checking with Tool J-21370.
Ji.
Front servo assembly.
i. Speedo driven gear.
j.
Case extension
or
gasket.
k.
Strainer
and
"O"
ring.
TRANSMISSION REPLACEMENT
Before raising
the car,
disconnect
the
battery
and re-
lease
the
parking brake.
1.
Remove propeller shaft.
8.
2.
Disconnect speedometer cable, electrical lead to case
9.
connector, vacuum line
at
modulator,
and oil
cooler
10.
pipes.
3.
Disconnect shift control linkage.
4.
Support transmission with suitable transmission jack.
11.
5. Disconnect rear mount from frame crossmember.
6. Remove
two
bolts
at
each
end of
frame crossmember
12.
and remove crossmember.
7. Remove
oil
cooler lines, vacuum modulator line,
speedo cable,
and
detent solenoid connector wire
at
transmission.
Remove converter under
pan.
Remove converter
to
flywheel bolts.
Loosen exhaust pipe
to
manifold bolts approximately
1/4
inch,
and
lower transmission until jack
is
barely
supporting
it.
Remove transmission
to
engine mounting bolts
and
remove
oil
filler tube
at
transmission.
Raise transmission
to its
normal position, support
engine with jack
and
slide transmission rearward
from engine
and
lower
it
away from vehicle.
CHEVROLET CHASSIS SERVICE MANUAL
Page 400 of 659
CLUTCH AND TRANSMISSIONS 7-41
CAUTION: Use converter holding ToolJ-5384
when lowering transmission or keep rear of
transmission lower than front so as not to lose
converter.
The installation of the transmission is the reverse of
the removal.
TURBO HYDRA-MATIC DIAGNOSIS PROCEDURE
Accurate diagnosis of transmission problems begins
with a thorough understanding of normal transmission
operation. In particular, knowing which units are in-
volved in the various speeds or shifts so that the specific
units or circuits involved in the problem can be isolated
and investigated further. Analytical diagnosis will pro-
tect the technician from come backs and certainly will
improve owner satisfaction.
An important and often overlooked aspect of diagnosis
is finding out specifically what the customer is com-
plaining of. For this purpose a short ride with the cus-
tomer will often prove beneficial. It may be found that
the condition the customer wants corrected is standard
and should not be altered.
The following sequence, based on field experience, pro-
vides the desired information quickly and in most cases
actually corrects the malfunction without requiring the
removal of the transmission. Details of the items listed
in this sequence are covered further in the text.
SEQUENCE FOR TURBO HYDRA-MATIC
DIAGNOSIS PROCEDURE
1.
Check oil level and condition.
2.
Check and correct detent switch.
3.
Check and correct vacuum line and fittings.
4.
Check and correct manual linkage.
OIL LEVEL AND CONDITION CHECK
Always check the oil level before road testing. Oil
must be visible on dip stick prior to operating the ve-
hicle. Erratic shifting, pump noise, or other malfunc-
tions can in some cases be traced to improper oil level.
Oil level should be checked with the selector lever in
the Park (P) position, engine running, and the vehicle on
level pavement.
Fluid level should be to the FULL mark with the trans-
mission at normal operating temperature (170°-190°
F.).
With warm fluid (room temperature), the level should be
at or slightly below the ADD mark.
If oil level was low, refer to Oil Leaks.
The condition of the oil is often an indication of whether
the transmission should be removed from the vehicle, or
to make further tests. When checking oil level, a burned
smell and discoloration indicate burned clutches or bands
and the transmission will have to be removed.
MANUAL LINKAGE
Manual linkage adjustment and the associated neutral
safety switch are important from a safety standpoint
The neutral safety switch should be adjusted so that the
engine will start in the Park and Neutral positions only.
With the selector lever in the Park position, the park-
ing pawl should freely engage and prevent the vehicle
from rolling. The pointer on the indicator quadrant
should line up properly with the range indicators in all
ranges.
OIL LEAKS
Before attempting to correct an oil leak, the actual
source of the leak must be determined. In many cases,
the source of the leak can be deceiving due to "wind flow"
around the engine and transmission.
The suspected area should be wiped clean of all oil be-
fore inspecting for the source of the leak. Red dye is
used in the transmission oil at the assembly plant and
will indicate if the oil leak is from the transmission.
. The use of a "black light"* to identify the oil at the
source of leak is also helpful. Comparing the oil from
the leak to that on the engine or transmission dip stick
(when viewed by black light) will determine the source
of the leak.
Oil leaks around the engine and transmission are gen-
erally carried toward the rear of the car by the air
stream. For example, a transmission "oil filler tube to
case leak" will sometimes appear as a leak at the rear of
the transmission. In determining the source of an oil
leak it is most helpful to keep the engine running.
POSSIBLE POINTS OF OIL LEAKS
• 1. TRANSMISSION OIL PAN LEAK
a. Attaching bolts not correctly torqued.
b.
Improperly installed or damaged pan gasket.
c. Oil pan gasket mounting face not flat.
2.
REAR EXTENSION LEAK
a. Attaching bolts not correctly torqued.
b.
Rear seal assembly — damaged or improperly
installed.
c. Gasket seal — (extension to case) damaged or
improperly installed.
d. Porous casting.
3.
CASE LEAK
a. Filler pipe "O" ring seal damaged or missing;
misposition of filler pipe bracket to engine —
"loading" one side of
"O"
ring.
b.
Modulator assembly "O" ring seal
—
damaged or
improperly installed.
c. Governor cover, gasket and bolts — damaged,
loose; case face leak.
d. Speedo gear
—
"O" ring damaged.
e. Manual shaft seal — damaged, improperly in-
stalled.
f. line pressure tap plug — stripped, shy sealer
compound.
g. Parking pawl shaft cup plug
—
damaged, improp-
erly installed.
h. Vent pipe (refer to Item 5).
i. Porous case.
4.
FRONT END LEAK
a. Front seal - damaged (check converter neck for
nicks,
etc., also for pump bushing moved for-
ward);
garter spring missing from pump to con-
verter seaL
b.
Pump attaching bolts and seals
—
damaged, miss-
ing, bolts loose.
CHEVROLET a
SERVICE