ABS CHEVROLET CAMARO 1967 1.G Chassis Service Manual
[x] Cancel search | Manufacturer: CHEVROLET, Model Year: 1967, Model line: CAMARO, Model: CHEVROLET CAMARO 1967 1.GPages: 659, PDF Size: 114.24 MB
Page 238 of 659
BRAKES 5-5
LEVEL CYLINDER
TILTED CYLINDER
Fig.
8—Correct Main Cylinder Fluid Level
expelled brake fluid flows in a solid stream from the
bleeder hose and no bubbles are present, then close
bleeder valve tightly.
6. Remove brake bleeder wrench and bleeder hose from
wheel cylinder bleeder valve.
7. Repeat Steps 2 through 7 on the remaining wheel
cylinders in the correct bleeding sequence (fig. 5).
8. Fill the main cylinder to the levels shown in
Figure 8.
9. Install main cylinder diaphragm and cover.
PUSH ROD TO MAIN CYLINDER CLEARANCE
The brake pedal has a definite stop which is permanent
and not adjustable. This stop consists of a rubber
bumper at the release end of pedal travel. Before
adjusting push rod to main cylinder clearance, make
sure pedal returns to the fully released position freely
and that the pedal retracting spring has hot lost its
tension, then proceed as follows:
1.
Loosen check nut on push rod.
2.
Turn push rod as required to provide correct ad-
justment. Movement of pedal pad before push rod
contacts main cylinder pistons must be 1/16" to
1/4" (fig. 9).
3.
Tighten check nut against clevis, and recheck
movement.
HYDRAULIC BRAKE LINES
Hydraulic Brake Hose
The flexible hoses which carry the hydraulic pressure
from the steel lines to the wheel cylinders are carefully
designed and constructed to withstand all conditions of
stress and twist which they encounter during normal
vehicle usage.
The hoses require no service other than periodic
inspection for damage from road hazards or other like
sources. Should damage occur and replacement become
necessary, the following procedure is to be followed.
Removal
1.
Separate hose from steel line by turning double
flare connector out of hose fitting.
2.
Remove "U" shaped retainer from hose fitting and
withdraw hose from support bracket.
3.
Turn hose fitting out of wheel cylinder inlet.
Replacement
1.
Install new copper gasket on cylinder end of hose
(male end).
2.
Moisten threads with brake fluid and install hose in
wheel cylinder inlet.
3.
With weight of car on wheels and suspension in
normal position (front wheels straight ahead) pass
female end of hose through support bracket, allowing
hose to seek its own position. Insert hex of hose
fitting into the 12 point hole in support bracket
in position which induces least twist to hose (figk 10).
NOTE:
Do not twist hose unduly during ^
operation as its natural curvature is absolutely
necessary to maintain proper hose-tot
suspension clearance through full movement o£
the suspension and steering parts.
4.
Install "U" shaped retainer to secure hose in sup-
port bracket.
5. Inspect by removing weight completely from wheel,
turn wheels from lock to lock while observing hose
position. Be sure that hose does not tough other
parts at any time during suspension or wheel travel.
If contact does occur, remove hose retainer and
rotate the female hose end in the support bracket
CHEVROLET CHASSIS SERVICE MANUAL
Page 245 of 659
BRAKES 5-12
VIEW B
Fig.
21—Parking Brake System-Chevy II
2.
Remove return spring at equalizer.
3.
Remove equalizer check nut, and separate cable
stud from equalizer.
4.
Remove clamp from underbody guide bracket. (Con-
vertible models only, also remove clamp from guide
bracket at underbody support.)
5. Remove cable retainer from underbody bracket.
6. Compress expanded conduit locking fingers at toe
pan,
remove cable ball from idler lever, and with-
draw cable from car.
Installation
1.
Position cable ball and conduit tip through cutout
in toe pan.. Make sure conduit locking fingers are
fully expanded and secured in cutout, then position
cable ball in idler lever clevis.
2.
Present parking brake lever to one notch.
3.
P}ace retainer in conduit groove so that conduit
end is secure in underbody bracket.
4.
Position cable in guide bracket(s) and secure cable
in bracket with clamp(s).
5. Place one check nut on cable stud and insert stud
into equalizer, then place second check nut on stud.
6. Connect cable return spring.
7. Adjust parking brake as outlined in this section.
8. Connect positive battery cable.
Rear Cable
Removal
1.
Place parking brake lever in released position.
2.
Disconnect front cable return spring at equalizer.
3.
Remove check nut from front cable stud, withdraw
stud from equalizer, and remove equalizer from
rear cable.
4.
Remove retainers from grooves in rear cable con-
duit, and remove cable from bracket.
5. Remove cable from center body bumper bracket
and spring clip at shock absorber lower mount.
6. Back off rear service brakes sufficiently to allow
for drum removal.
7. Remove both rear wheels and drums.
8. Remove secondary brake shoe return spring.
9. Remove secondary brake shoe hold-down spring
and pin.
10.
Remove cable end from parking brake actuating
lever.
11.
Compress expanded conduit locking fingers at flange
plate entry hole and withdraw cable.
CHEVROLET CHASSIS SERVICE MANUAL
Page 253 of 659
BRAKES 5-20
boss to the front brakes will not contain a check
valve and spring. .
Removal
1.
Wipe main cylinder and lines clean with a clean
cloth. Place dry cloths below main cylinder area to
absorb any fluid spillage.
2.
Disconnect hydraulic lines at main cylinder. Cover
line ends with clean lint-free material to prevent
foreign matter from entering the system.
3.
Disconnect the push rod from the brake pedal.
4.
Unbolt and remove the main cylinder from the
firewall.
5.
Remove the main cylinder mounting gasket and boot.
6. Remove the main cylinder cover and dump out the
fluid. Pump the remaining fluid from the cylinder
by depressing the push rod.
Disassembly (Fig. 32)
1.
Clamp main cylinder in a bench vice.
2.
Remove push rod retainer.
3.
Remove secondary piston stop bolt from bottom of
front fluid reservoir.
4.
Remove the snap ring retainer and primary piston
assembly. Remove the secondary piston, piston
spring, and retainer by blowing air through the stop
bolt hole. (If no air is available, a piece of wire
may be used. Bend approximately 1/4 inch of one
end into -a right angle, hook the secondary piston
and pull it out.)
5.
Position main cylinder in vice with outlet holes
facing up.
6. Drill a 13/64 inch hole through both check valve
seats.
7 Tap out both seats using a 1/4 - 20 tap.
8. Install a spare brake line tube nut in the outlet
hole.
Place a flat washer on a one inch screw
(threaded to screw into tapped hole), and thread
screw into threaded hole in tube seat. Hold the
screw to keep it from turning and back out the
tube nut. This will remove the tube seat.
9. Repeat Step 8 above on second tube seat.
10.
Remove the check valves and springs from the cavi-
ties beneath the tube seats.
11.
Remove the primary seal, primary seal protector,
and secondary seals from the secondary piston.
Remove the piston extension screw securing the
primary piston spring to the primary piston. Re-
move the spring retainer, primary seal, primary
seal protector, and secondary seal from the pri-
mary piston.
Cleaning and Inspection
1.
Remove main cylinder casting from vice and inspect
the bore for corrosion, pits, and foreign matter.
Be sure that the outlet ports are clean and free of
brass cuttings from the tube seat removal operation.
2.
Inspect the fluid reservoirs for foreign matter.
Check the bypass and compensating ports to the
cylinder bore to insure that they are not restricted.
Do not use wire to check ports.
NOTE: Before washing parts, hands must be
clean. Do not wash hands in gasoline or oil
before cleaning parts. Use soap and water only.
3.
Use Declene or equivalent to clean all metal parts
thoroughly. Immerse parts in the cleaning fluid and
brush with hair brush to remove foreign matter.
Blow out all passages, orifices, and valve holes. Air
dry the parts and place on clean paper or lint-free
clean cloth.
NOTE: Be sure to keep parts clean until re-
assembly. Rewash parts, if there is any occa-
sion to doubt cleanliness.
4.
Check pistons for scratches or other visual damage;
replace if necessary.
Assembly (Fig. 32)
Use care when reassembling the main cylinder check
valves. Improper assembly of the check valve seats
will result in distortion of the seats. If this occurs,
there will be no check valve action and a loss of brake
pedal travel will result; the pedal will have to be pumped
one or more times before actual car braking occurs.
1.
Place the main cylinder in a vice with the outlet
holes facing up. Place the check valve springs, in
the outlet holes. Be sure the springs are seated
in the bottom of the holes. Place new rubber check
valves over the springs, being careful not to dis-
place the springs from the spring seats.
2.
Place new brass tube seats in the outlet holes. Be
sure seats are not cocked as this would cause burrs
to be turned up as the tube seats are pressed in.
. Thread a spare brake line tube nut into the outlet
hole and turn the nut down until the tube seat bot-
toms.
Remove the tube nut and check the outlet hole
for loose burrs, which might have been turned up
when the tube seat was pressed down. Repeat this
process to bottom the second seat.
3.
Put new secondary seals in the two grooves in the
end of the secondary piston assembly. The seal
which is nearest the end will have its lips facing
toward that end. The seal in the second groove
should have its lips facing toward the portion of
the secondary piston which contains the small com-
pensating holes.
4.
Assemble a new primary seal protector and primary
seal over the end of the secondary piston with the
flat side of the seal seats against the seal protector,
and the protector against the flange of the piston
which contains the small compensating holes.
5.
Assemble the new secondary seal into the groove on
the push rod end of the primary piston. The lips of
this seal should face toward the small compensating
holes in the opposite end of the primary piston.
6. Assemble the new primary seal protector and pri-
mary seal on the end of-the primary piston with the
flat side of the. seal seated against the seal protector,
and the protector against the flange on the piston
which contains the compensating holes.
7.
Assemble the spring retainer in one end of the
primary piston spring and the secondary piston
stop in the other end. Place the end of the spring
over the end of the primary piston with the spring
retainer seats inside of the lips of the primary
seal.
8. Remove all cleaning liquid from the threaded hole
in the primary piston. Place the piston extension
screw down through the secondary piston stop and
the primary spring retainer and screw it into the
primary piston until it bottoms out.
9. Coat the bore of the master cylinder with clean
CHEVROLET CHASSIS SERVICE MANUAL
Page 255 of 659
BRAKES 5-22
2.
Replace ail push rods and pull back springs.
3.
Connect hose or line to wheel cylinder.
NOTE:
If replacing front wheel cylinder, con-
nect hose and inspect installation as outlined in
"Hydraulic Brake Hose Replacement".
4.
Install drum and wheel.
5. Bleed brakes as outlined in this section.
ANCHOR PIN
Front Wheel
1.
Raise front of vehicle and place on jack stands.
2.
Remove wheel and drum as outlined in this section.
3.
Remove brake shoe pull back springs, link and guide
plate.
4.
Disengage anchor pin lock and remove anchor pin by
turning counterclockwise.
5. Place new lock plate on anchor pin and pass pin
through the hole in flange plate and screw into tapped
hole in spindle support.
6. Torque pin to 130 lb. ft. and lock by peening over
washer tabs.
7. Install brake shoe guide plate, link and pull back
springs.
8. Adjust brakes, install drum and wheel as outlined
in this section. Test brake operation.
Rear Wheel
Two type anchor pins are used in production for the
rear wheels. The riveted type is not serviced and if
failure or damage should occur to either the anchor
pin or flange plate, both parts will have to be replaced
and the threaded type anchor pin used.
Threaded Type
1.
Raise rear of vehicle and place on jack stands,
2.
Remove wheel and drum as outlined in this section.
3.
Remove brake shoe pull back springs, link and guide
plate.
4.
Remove anchor pin retaining nut and washer and
remove pin from flange plate.
5. Position anchor pin to flange plate, install lock
washer and nut, and torque pin to 80 lb. ft.
6. Install brake shoe guide plate, link and pull back
springs.
7. Adjust brakes and install drum and wheel as outlined
in this section.
8. Test brake operation.
BRAKE DRUMS
Front brake drums are the demountable type; that is,
they can be removed without removing the hub. Rear
brake drums are demountable and may be removed
wihtout removing the axle shaft.
A lanced "knock out" area (fig. 34) is provided in
the web of the brake drum for servicing purposes in
the event retracting of the brake shoes is required in
order to remove the drum.
A small screw driver or hooked wire may be inserted
to disengage the automatic adjuster actuating lever so
the star wheel may be turned.
Removal
1.
Raise vehicle and place on jack stand.
2.
Remove wheel and tire assembly, back off brake
adjustment and remove drum.
Inspection and Reconditioning
Whenever brake drums are removed they should be
thoroughly cleaned and inspected for cracks, scores,
deep grooves, and out-of-round. Any of these conditions
must be corrected since they can impair the efficiency
of brake operation and also can cause premature failure
of other parts.
Smooth up any slight scores by polishing with fine
emery cloth. Heavy or extensive scoring will cause
excessive brake lining wear and it will probably be
necessary to rebore in order to true up the braking
surface.
An out-of-round drum makes accurate brake shoe
adjustment impossible and is likely to cause excessive
wear of other parts of brake mechanism due to its
eccentric action.
A drum that is more than .008" out-of-round on the
diameter is unfit for service and should be rebored.
Out-of^round, as well as taper and wear can be ac-
curately measured with an inside micrometer fitted
with proper extension rods.
If drum is to be rebored for use with standard size
brake facings which are worn very little, only enough
metal should be removed to obtain a true smooth braking
surface.
If drum has to be rebored more than .020" over the
standard diameter, it should be rebored to .060" diameter
oversize and the brake facing should be replaced with
.030"
oversize facings.
A brake drum must not be rebored more than .060"
over the maximum standard diameter, since removal
of more metal will effect, dissipation of heat and may
cause distortion of drum. Chevrolet brake facing is
not furnished larger than .030" oversize and this will
not work efficiently in drums bored more than .060"
oversize.
Brake drums may be refinished either by turning or
grinding. Best brake performance is obtained by turning
drums with a very fine feed. To insure maximum lining
life,
the refinished braking surface must be smooth and
free from chatter or tool marks, and run-out must not
exceed .005" total indicator reading.
Cleaning
New brake drums in parts stock are given a light.
coating of rust proofing oil to prevent the formation of
rust on the critical braking surfaces during the time
that the drums are in storage.
This rust proofing oil must be carefully removed
before the drum is placed in service to prevent any
of this oil from getting on the brake shoe facings, which
might cause an extreme brake grab condition.
It is recommended that a suitable volatile, non-toxic,
greaseless type solvent be used to clean the oil from the
braking surface of the new brake drums before they are
•placed in service to insure the cleanest possible surface.
Gasoline or kerosene should not be used as there is
danger that a portion of the diluated oil substance may
be left on the braking surface that may later cause
difficulty.
Installation
1.
Make brake adjustment as outlined in this section.
CHEVROLET CHASSIS SERVICE MANUAL
Page 256 of 659
BRAKES 5-23
Fig.
34—Brake Drum Access Hole
2.
Install brake drum, aligning tang with wheel hub
(fig. 18).
3.
Install wheel and tire assembly.
. 4. Make final brake adjustment as outlined in this
section and check brake operation.
BRAKE PIPE DISTRIBUTION AND SWITCH
ASSEMBLY (Fig. 2)
Removal
1.
Disconnect battery cable.
2.
Disconnect electrical lead from switch assembly.
3.
Place dry rags below the switch to absorb any fluid
spilled during removal of switch.
4.
Disconnect four hydraulic lines from connections
at switch. If necessary, loosen line connections at
main cylinder to loosen lines. Cover open line ends
with clean, lint-free material to prevent foreign
matter from entering the system.
5.
Remove mounting screw and remove switch from
vehicle.
Installation
1.
Make sure new switch is clean and free of dust and
lint. If any doubt exists, wash switch in Declene,
or equivalent, and dry with air.
2.
Place switch in position and secure to bracket with
mounting screw.
3.
Remove protective material from open hydraulic
brake lines and connect lines to switch. If necessary,
tighten brake line connections at main cylinder.
4.
Connect switch electrical lead.
5.
Connect battery cable.
6. Bleed the brake systems as outlined in this section.
CAMARO PRESSURE REGULATOR VALVE
(AIR CONDITIONED MODELS ONLY)
Removal (Fig. 3)
1.
Place dry rags below valve to absorb any fluid
spilled during removal of valve.
2.
Disconnect hydraulic brake lines from both sides
of switch. Cover open line ends with clean, lint-free
material to prevent foreign matter from entering
the system.
3.
Remove mounting screw and remove switch from
vehicle.
Installation
1.
Make sure new valve is clean and free of dust and
lint. If any doubt exists, wash valve in Declene, or
equivalent, and dry with air.
2.
Place valve in position and secure to frame side
rail with mounting screw.
3.
Remove protective material from open hydraulic
brake lines and connect lines to each side of valve.
4.
Bleed brake system as outlined in this section.
CHEVROLET CHASSIS SERVICE
Page 273 of 659
ENGINE
6-8
Check
and
Adjust Ignition Timing
(Fig. 13)
1.
Disconnect
the
distributor spark advance hose
and
plug
the
vacuum source opening.
2.
Start engine
and run at
idle speed
(see
tune
up
chart).
3.
Aim
timing light
at
timing
tab.
NOTE:
- The
markings
on the
tabs
are in 2°
increments
(the
greatest number
of
markings
on
the
"A"
side
of the "O"). the "O"
markings
is
TDC
of
#1 cylinder
and all
BTDC settings fall
on
the
"A"
(advance) side
of "O".
4.
Adjust
the
timing
by
loosening
the
distributor clamp
and
,
rotating
the
distributor body
as
required, then
tighten
the
clamp.
5.
Stop engine
and
remove timing light
and
reconnect
the spark advance hose.
Adjust Idle Speed
and
Mixture
(Fig. 14)
(Except when
equipped with
Air
Injection Reactor System)
1.
As a
preliminary adjustment, turn idle mixture
screws lightly
to
seat
and
back
out 2
turns.
CAUTION:
Do not
turn idle mixture screw
tightly against seat
or
damage
may
result.
2.
With engine running
at
operating temperature (choke
wide open) adjust idle speed screw
to
bring idle
speed
to
specified
rpm
(automatic transmission
in
drive, manual transmission
in
neutral).
3.
Adjust idle mixture screw
to
obtain highest steady
idle speed
(1/4
turn
out
from lean roll).
4.
Repeat Steps
2 and 3 as
needed
for
final adjustment.
5.
Shut down
the
engine, remove gauges
and
install
air
cleaner.
Adjust Idle Speed
and
Mixture
(Fig. 14)
(With
Air
Injection Reactor System)
The recommended adjustment procedure
for Air
Injec-
tion Reactor System equipped engines
is as
follows:
1.
As a
preliminary adjustment, turn idle mixture
screws lightly
to
seat
and
than back
out 3
turns.
CAUTION:
Do not
turn idle mixture screw
tightly against seat
or
damage
may
result.
2.
With engine running
at
operating temperature, choke
wide open,
and
parking brake applied, adjust idle
specified idle speed (automatic
"drive"-manual transmission
in
to
in
screw
transmission
"neutral").
;3.
Adjust idle mixture screw (turn
in) to
"lean roll"
position; then turn screw
out 1/4
turn
(1/4
turn rich
from "lean roll").
The
definition
of
"lean roll" point
is
a 20 to 30 rpm
drop
in
engine speed, obtained
by
leaning
the
idle mixture.
4.
Repeat Steps
2 and 3 as
needed
for
final adjustments.
ADDITIONAL CHECKS
AND
ADJUSTMENTS
Testing Crankcase Ventilation Valve
(Fig. 15) 0
1.
Connect tachometer
and
vacuum gauge
as for
idle
speed
and
mixture adjustment.
2.
Set
parking brake, start engine
and
adjust idle speed
and mixture.
3.
Disconnect ventilation hose
at
valve, block opening
of
valve
and
read engine
rpm
change.
4.
A
change
of
less than
50 rpm
indicates
a
plugged
ventilation valve
-
replace
the
valve.
Cylinder Balance Test
(Fig. 16)
It
is
often difficult
to
locate
a
weak cylinder.
A com-
pression test,
for
example, will
not
locate
a
leaky intake
manifold,
a
valve
not
opening properly
due to a
worn
camshaft,
or a
defective spark plug.
With
the
cylinder balance test,
the
power output
of one
cylinder
may be
checked against another, using
a set of
grounding leads. When
the
power output
of
each cylinder
is
not
equal,
the
engine will lose power
and run
roughly.
Perform
a
cylinder balance test
as
follows:
1.
Connect
the
tachometer
and
vacuum gauge.
2.
Start engine
and run at 1500 rpm.
3.
Ground large clip
of
grounding leads
and
connect
in-
dividual leads
to all
spark plugs except
the
pair being
tested.
Divide
the
firing order
in
half
and
arrange
one
half
over
the
other.
The
cylinders
to be
tested together
ap-
pear
one
over
the
other.
L4 Firing Order
V8 Firing Order
1-8-4-3-6-5-7-2
1-6, 8-5, 4-7, 3-2
1-3-4-2
= 1-3
4-2
L6 Firing Order
1-5-3-6-2-4
=
=
1-4. 3-2
1-5-3
6-2-4
1-6, 5-2, 3-4
1-8-4-3
6-5-7-2
4.
Operate engine
on
each pair
of
cylinders
in
turn
and
note engine
rpm and
manifold vacuum
for
each pair.
A variation
of
more than
1
inch
of
vacuum
or 40 rpm
between pairs
of
cylinders being tested indicates that
the cylinders
are off
balance.
Battery
The battery should
be
checked with special testing
equipment
and to the
equipment manufacturers specifica-
tions.
See
Section 6Y
for
complete information
on
battery
tests.
Ignition
The following additional ignition checks
may be
made
with
any of
several pieces
of
equipment available
for un-
covering
the
source
of
engine difficulties.
The
specific
operating instructions
of the
equipment manufacturer
should
be
followed:
Cranking voltage
Ignition switch
Distributor resistance
Secondary resistance
Ignition output
and
secondary leakage
Cranking Voltage
(Fig. 17)
1.
Disconnect coil primary lead
at the
coil negative
terminal
to
prevent engine from firing during
cranking.
2.
Connect voltmeter between primary terminal
of coi|
(resistance wire side)
and
ground.
3.
Operate starting motor.
CHEVROLET CHASSIS SERVICE MANUAL
Page 284 of 659
ENGINE 6-19
OIL SEAL (REAR MAIN)
Replacement
The rear main bearing oil seal can be replaced (both
halves) without removal of the crankshaft.
NOTE:
Always replace the upper and lower
seal as a unit. Install with the lip facing toward
the front of the engine.
1.
With the oil pan removed, remove the rear main
bearing cap.
2.
Remove oil seal from the groove by lifting the end
tab (fig. 7L) then clean seal groove.
3.
Lubricate the lip and O.D. of a new seal with engine
oil. Keep oil off the parting line surface. Insert
seal in cap and roll it into place with finger and
thumb,
using light pressure so beads on seal O.D.
are not cut by seal groove at cap parting line. Be
sure tabs on seal are properly located in cross
grooves.
4.
To remove the upper half of the seal, use a small
hammer to tap a brass pin punch on one end of seal
until it protrudes far enough to be removed with
pliers (fig. 8L).
NOTE:
Always clean crankshaft surface re-
moving all foreign deposits before installing a
new seal. Also clean seal groove.
5. Lubricate the lip and O.D. of a new seal with engine
oil. Keep oil off the parting line surface. Gradually
push with a hammer handle, while turning crank-
shaft, until seal is rolled into place. (Similar to in-
stalling a main bearing.) Be careful that seal bead
on O.D. is not cut. Compress seal towards crank-
shaft as much as possible.
6. Install the rear main bearing cap (with new seal) and
torque to specifications. Be sure cross seal tabs
are in place and properly seated.
CRANKSHAFT PULLEY AND HUB
(Chevy II with L4 Engine)
Removal
1.
Drain radiator and disconnect upper and lower radi-
ator hoses at radiator.
2.
Remove radiator core as outlined in Section 13.
3.
Remove fan belt. Remove crankshaft pulley from
pulley hub.
4.
Install puller Tool J-6978 to pulley hub with two
3/8"
x 2" and one 5/16" x 2" bolts and remove hub
then remove puller tool.
Installation
1.
Coat oil seal contact area on hub with engine oil
position hub over crankshaft and key and start hub
into position with a mallet. Using Tool J-5590 drive
onto crankshaft until it bottoms against crankshaft
gear.
NOTE:
Crankshaft extends slightly through hub
and a tool is necessary to drive hub completely
into bottomed position.
2.
Install pulley onto hub.
NOTE:
There are two 3/8" holes and one
5/16" hole that must be matched on hub in order
Fig.
9L - Removing Torsional Damper
to properly position timing mark.
3.
Install fan belt and adjust using strand tension gauge.
4.
Install radiator as outlined in Section 13.
TORSIONAL DAMPER
Removal
1.
Remove radiator core, as outlined in Section 13.
2.
Remove fan belt and (if so equipped) accessory drive
pulley and belt.
3.
Install Tool J-6978 to damper and turn puller screw
to remove damper (fig. 9L). Remove tool.
Installation
1.
Coat front cover oil seal contact area of damper with
engine oil.
CAUTION: It is necessary to use installer
Tool J-22197 to prevent the inertia weight sec-
Fig.
10L - Installing Torsional Damper
CHEVROLET CHASSIS SERVICE MANUAL
Page 292 of 659
ENGINE 6-27
and spark plug shields.
4.
Remove exhaust manifold flange nuts, then lower ex-
haust pipe assembly (hang exhaust pipe from frame
with wire).
5.
Bend french lock tabs (fig. 3V), remove end bolts
then remove center bolts and remove manifold from
engine.
NOTE: A 9/16 thin-wall 6 point socket, sharp-
ened at the leading edge, then started on the head
of the bolt and tapped in place with a hammer,
simplifies bending of french locks.
Installation
1.
Clean mating surfaces on manifold and head, then
install manifold in position and install center bolts.
2.
Install end bolts with french locks under them.
3.
Torque center bolts to specifications, then torque end
bolts to specifications, and bend french lock tabs to
lock end bolts.
4.
Using a new flange gasket install exhaust pipe to
manifold flange.
5.
On 396 and 427 cu. in. engines, clean and install
spark plugs using new gaskets. (Torque spark plugs
to specifications.)
6. Install and connect Delcotron.
7.
Connect the battery ground cable.
8. Start engine and check for leaks.
ROCKER ARM COVER
Removal
1.
Remove air cleaner.
2.
Disconnect crankcase ventilation hoses (as required).
3.
Disconnect temperature wire from rocker arm cover
clips.
4.
Remove rocker arm cover.
CAUTION: DO NOT pry rocker arm cover
loose. Gaskets adhering to cylinder head and
Installation
1.
.Clean gasket surfaces on cylinder head and rocker
arm cover with degreaser then, using a new gasket,
install rocker arm cover and torque bolts to
specifications. .
2.
Connect crankcase ventilation hoses (if disconnected).
3.
Connect temperature wire at rocker arm cover clips.
4.
Install air cleaner.
VALVE MECHANISM
Removal
1.
Remove rocker arm covers as outlined.
2.
Remove rocker arm nuts, rocker arm balls, rocker
arms and push rods.
NOTE: Place rocker arms, rocker arm balls
and push rods in a rack so they may be rein-
stalled in the same location.
Installation and Adjustment
NOTE: Whenever new rocker arms and/or
rocker arm balls are being installed, coat bear-
ing surfaces of rocker arms and rocker arm
balls with Molykote or its equivalent.
1.
Install push rods; Be sure push rods seat in lifter
socket.
2.
Install rocker arms, rocker arm balls and rocker
arm nuts.
3.
Adjust valves when lifter is on base circle of cam-
shaft lobe as follows:
With Hydraulic Valve
Lifters
2L.
Crank engine until
mark on torsional damper
lines up with center or "0M mark on the timing
tab and the engine is in the number 1 firing posi-
tion. This may be determined by placing fingers
on the number 1 cylinder valve as the mark on the
rocker arm cover may be sheared by bumpii
end of rocker arm cover rearward with palm
hand or a rubber mallet.
Fig.
3V - Exhaust Manifold French Locks
Fig.
4V - Valve Adjustment (Hydraulic)
CHEVROLET CHASSIS SERVICE MANUAL
Page 333 of 659
ENGINE-ELECTRICAL 6Y-8
1
FIELD RELAY^I^p2
"LATCH"
^PFN?^
"P1
TERMINAL
JyJvJCTl^
NO. 2 TERMINAD^5^^^«
NO.
3 TERMINAL ^S5«£
NO.
4 TERMINAL ^^^
m
# / VOLTAGE
¥ REGULATOR
1
ACCESS PLUG TO
VOLTAGE ADJUSTMENT
No 4 TERMINAL
Double Contact
Fig.
2c—Voltage Regulator Assemblies
Transistor
regulator to handle the higher field current and enables it
to absorb the increased inductive voltages of the field
coil with satisfactory contact point life.
The double-contact regulator assembly (fig. 2c) con-
sists of a double contact voltage regulator unit and a field
relay unit. This unit uses two sets of contact points on
the voltage regulator unit to obtain desired field excita-
tion under variable conditions. Internal circuit wiring
diagrams of the double contact regulator are shown in
Figures 3c and 4c.
The transistor regulator (fig. 2c) is an assembly com-
posed principally of transistors, diodes, resistors, a
capacitor, and a thermistor to form a completely static
voltage regulating unit in combination with a conventional
vibrating type field relay.
The transistor is an electrical device which limits the
generator voltage to a preset value by controlling the
generator field current. The diodes, capacitor and re-
sistors act together to aid the transistors in controlling
the generator voltage. This is the only function that the
regulator performs in the charging circuit. The
thermistor provides a temperature-compensated voltage
setting. Wiring diagrams of the transistor regulator are
shown in Figures 3c and 4c.
The voltage at which the generator operates is deter-
mined by the regulator adjustment. The regulator voltage
setting can be adjusted externally by removing a pipe plug
in the cover (fig. 2c) and turning the adjusting arm inside
the regulator. This procedure is explained in the followr
ing section, and permits regulator adjustments without
removing the cover.
FUSIBLE
DOUBLE CONTACT
FUSIBLE LINK-^
JUNCTION HORN
BLOCK RELAY
RESISTOR
Q FIELD Q>
DELCOTRON TR-
TRANSISTOR
FUSIBLE LINK-
Fig.
3c-Circuity - Voltage Regulator Assemblies (Except Corvette)
CHEVROLET CHASSIS SERVICE MANUAL
Page 334 of 659
ENGINE-ELECTRICAL 6Y-9
63 AMP 1
MODELS ONLY'
BATTERY FUSIBLE
LINK
HORN
FUSIBLE LINK'
TRANSISTOR
FUSIBLE LINK'
Fig.
4c— Circuitry - Voltage Regulator Assemblies (Corvette)
Engine compartment wiring harness incorporates sev-
eral fusible links. Each link is identified with its gage
size. A fusible link is a length of special wire (normally
four wire gages smaller than the circuit it is protecting)
used in wiring circuits that are not normally fused, such
as the ignition circuit. The same size wire with a hypalon
insulation must be used when replacing a fusible link.
The links are:
1.
The pigtail lead at the battery positive cable (except
Corvette) is a 14 gage, brown fusible link protecting
the 10 gage battery charging circuit. This wire is an
integral part of the battery cable assembly and serv-
icing requires replacing the complete battery cable
assembly. On Corvette models this link is installed
as a molded splice at the solenoid "Bat" terminal
and servicing requires splicing in a new link.
2.
A 16 gage black fusible link is located at the horn
4.
relay to protect all unfused wiring of 12 gage or
larger. It is installed as a molded splice and serv-
icing requires splicing in a new link.
The generator warning light and field circuitry (16
gage wire) is protected by a fusible link (20 gage
orange wire) used in the "battery feed to voltage
regulator #3 terminal" wire. The link is installed as
a molded splice in the generator and forward lamp
harness and is serviced by splicing in a new 20 gage
wire as required.
The ammeter circuit on all models is protected by
two orange, 20 gage wire fusible links installed as
molded splices in the circuit at the junction block or
the solenoid "Bat" terminal (Corvette only) and at
the horn relay. Each link is serviced by splicing in a
new 20 gage wire as required.
MAINTENANCE AND ADJUSTMENTS
At regular intervals, inspect the terminals for cor-
rosion an4 loose connections, and the wiring for frayed
insulation. Check mounting bolts for tightness. Check the
drive belt for alignment, proper tension and wear. Be-
cause of the higher inertia and load capacity of the rotor
used in A.C. generators, PROPER BELT TENSION is
more critical than on D.C. generators.
Since the Delcotron and its companion regulator are
designed for use on negative polarity systems only, the
following precautions must be observed. Failure to ob-
serve these precautions may result in serious damage to
the charging system.
1.
When installing a battery, always make absolutely
sure the ground polarity of the battery, generator and
regulator is the same.
2.
When connecting a booster battery, make certain to
connect the correct battery terminals together.
3.
When connecting a charger to the battery, connect the
correct charger leads to the battery
%
terminals.
4.
Never operate the generator on an uncontrolled open
TO SOLENOID
BAT ACC RES. WIRE
Fig.
5c—Typical Wiring Diagram Showing Lead Connections
CHEVROLET CHASSIS SERVICE MANUAL