clock setting CHEVROLET CAMARO 1967 1.G Chassis Workshop Manual
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Page 26 of 659
HEATER AND AIR CONDITIONING 1A-3
linkage of this lever which will provide partial airflow
only to the defroster duct and which should be used for,
all normal defogging operations.
CORVETTE
Heater components are attached to the dash panel on
the right side of the vehicle with the air inlet assembly
on the engine side and the heater and air distributor
assemblies beneath the instrument panel within the pas-
senger compartment.
The heater operates on outside air only with the blower
receiving its air flow from the cowl vent plenum
chamber.
No water valve is utilized in the system. Therefore,
water flows through the heater core constantly while
the engine is running, keeping the core at maximum
temperature at all times.
Airflow through the system is shown in Figure 1.
Controls
Two knobs control all heater operations:
The FAN-TEMP knob is rotated to turn the blower
on and off and control blower speed and is pulled out
as desired to regulate heater temperature.
The AIR-DEF knob is the air on-and-off control as
well as the defroster control.
Temperature Damper: Door
At the heart of the heater operation is the temperature
damper door. Air from the blower follows parallel paths
through the distributor duct, with one path passing
through the heater core and the other path bypassing the
core.
The temperature damper door is placed in the duct
so that, when closed, the path of the heated air leaving
the heater core is blocked while the ambient air path
remains open. Positive closing of this door when no
heat is being called for is assured by a cam assembly
at the door operating lever. As the FAN-TEMP knob
is pulled out, the damper door is opened accordingly,
allowing varying proportions of heated air to mix with
the unheated airflow, thus providing heater outlet tem-
perature control. With the knob pulled fully out the
Fig.
4—Heater Controls (Corvette)
ambient air path is blocked and all airflow passes
through the heater core. Final heater output temperature
is dependent upon the proportion of heated and ambient
air blended together according* to the setting of the
temperature damper door.
Air and Defrost Damper Doors
Beyond the temperature damper door are the air door
and the defroster door, both operated through a single
bowden cable by the AIR-DEF knob. The first half of the
travel of this knob opens the AIR door allowing the
airflow to pass into the interior of the car through the
floor distributor openings. Pulling the AIR-DEF knob
fully out causes the defroster door to open, diverting
this airflow to the defroster ducts for defogging, de-
frosting or deicing operations.
NOTE: Since this knob is the air on-or-off
control, it should be pulled at least halfway out
before turning on the blower.
Fan Control
Rotate the FAN-TEMP knob to operate the three-
speed blower, increasing the velocity of the air through
the heater. The fully counter-clockwise position of the
knob is the off position. Turn clockwise to the desired
blower speed; fully clockwise for high blower speed.
COMPONENT REPLACEMENT AND REPAIR
CHEVROLET, CHEVELLE, AND CAMARO
Blower Assembly
Removal
1.
Disconnect battery ground cable.
2.
Unclip heater hoses from fender skirt.
3.
(Chevrolet and Camaro) Remove right front fender
and skirt assembly. (See Section 11 of the Service
Shop Manual)
(Chevelle) Move the vehicle front wheels to the
extreme right turn position. Remove all right front
fender retaining bolts. Allow the skirt to drop and
rest on top of the tire. To gain maximum clearance
for access to the blower motor attaching screws, a
block of wood may be wedged between the fender
lower flange and the top of the fender skirt. Position
the wood block so that the rear portion of the skirt
will be forced down and inboard. (See Figure 7.)
4.
Disconnect the blower motor wire at the motor
flange.
5.
Remove the motor to case mounting screws and re-
move motor. Pry the flange gently if the sealer acts
as an adhesive.
6. Remove the blower wheel retaining nut and separate
blower and motor.
Installation
1.
Assemble the blower wheel to the motor with the
open end of the blower away from the motor.
2.
Place the assembly into the case and replace the
mounting screws. Connect the blower motor wire to
the motor.
3.
(Chevrolet and Camaro) Replace the fender and
skirt assembly.
(Chevelle) Replace the fender skirt.
4.
Clip the heater hoses to the fender skirt and connect
the battery ground cable.
CHEVROLET CHASSIS SERVICE MANUAL
Page 44 of 659
HEATER AND AIR CONDITIONING 1A-21
"De-Fog"
Position
In the event that the front windshield should require
removal of a fogging condition, the owner at his option
may direct air to the windshield. The "De-Fog" position
directs part of the air to the windshield while retaining a
certain amount through the floor outlets. The temper-
ature of the air remains the same as it was prior to the
control being placed in the "De-Fog" position. Five
blower speeds are available. The temperature of the air
and the blower speed are selected by the automatic
controls and are dependent upon the in-car temperature.
"De-Ice" Position
The "De-Ice" position provides full heat with "Hi"
blower directing the entire airflow to the windshield to
melt ice. The automatic controls are completely defeated
and as a result, full heat with "Hi" blower are the only
conditions that can be received. The system will turn on
immediately in this position even though the engine
coolant might be cold.
General Information
Three start up conditions can be achieved with
Comfortron.
Weather
Cold
Method of Starting System
System starts as soon as engine coolant is
hot.
Hot System starts immediately when AC is
required.
Any System starts immediately in "De-Ice"
position.
UNIVERSAL SYSTEM
A self-contained unit, the dealer installed Universal
System operates on recirculated air only and entirely
independent of the vehicle heater. Recirculated inside air
is drawn into the unit, passed through the evaporator core
and into the car through the adjustable outlets in the
evaporator case. The entire unit mounts compactly
beneath the dash. Temperature control is by means of a
thermostatic switch.
The compressor used with the Universal System is
identical to that used for the Four-Season system except
for displacement. Underhood components are similar in
placement to the Four-Season system.
Controls
Universal system controls are the AIR knob controlling
the three speed blower motor switch and the TEMP knob
which controls the setting of the thermostatic switchi
Switch adjustment is covered elsewhere in this section.
When operating this system the Heater must be fully off.
CHEVY II ALL-WEATHER SYSTEM
The Chevy n All-Weather Air Conditioning System,
Figure 33, operates in conjunction with the heater to
provide a complete air conditioning system operating on
either outside air, recirculated air or a combination of
both. The cooling unit attaches to the heater distributor
and utilizes the heater blower. Several controls allow
full use of either the heating or cooling features of the
system. During marginal weather, it is possible to pro-
vide heated air at floor level and cooled air at breath
level.
A schematic view of the air conditioning underdash
components is provided in Figure 34 to aid in under-
standing airflow and control operation.
The evaporator assembly, located in the passenger
compartment attached directly to the heater distributor,
contains the evaporator core, expansion valve, thermo-
static switch and the air conditioning "ON" knob. The
thermostatic switch, utilized as the cooling control, feels
the temperature of the cooled air leaving the evaporator
core and turns the compressor on and off in accordance
with cooling needs. Refrigerant lines connect the evap-
orator assembly to the other system components located
in the engine compartment.
The six cylinder air conditioning compressor, com-
pletely field serviceable, is bracket-mounted to the
engine and is belt driven from the crankshaft pulley. A
muffler assembly, designed to eliminate compressor
pulsations is an integral part of the compressor con-
nector block. The condenser is mounted on the radiator
support just ahead of the engine radiator. The receiver-
dehydrator, with its sight glass, is located on the right
fender skirt.
Controls
Control of the air conditioning system is achieved
through the use of the heater control on the instrument
panel as well as the two knobs located on the air condi-
tioning unit itself (fig. 35).
Air Conditioning "ON" Knob
Labeled "Pull for Air Cond.", this knob diverts air-
flow from the floor distributor and through the air condi-
tioning unit. Initial movement of this knob also actuates a
switch, located at the damper door, which energizes the
compressor clutch thus putting the system into operation
and under the control of the thermostatic switch.
Temp-Cool Knob
This knob controls the thermostatic switch. Turn the
knob clockwise for more cooling, counter-clockwise for
less cooling.
Air Lever
This lever actuates the damper within the assembly
which chooses between recirculated air or outside air.
Fig.
31-Universal Air Conditioning Unit
CHEVROLET CHASSIS SERVICE MANUAL
Page 63 of 659
HEATER AND AIR CONDITIONING 1A-40
THERAAAL VACUUM
VALVE
TO ENGINE
VACUUM
SOURCE
VACUUM STORAGE
TANK
OUTSIDE AIR
DIAPHRAGM
MODE
DIAPHRAGM
VACUUM
RELAY
BLACK
DEFOG-DEICE
DIAPHRAGM
GREEN
BLACKj ||
|
BROWN
CONTROL
VALVE
Fig.
50—Comfortron Vacuum Diagram
are fused which will lead to evaporator freeze-up.
Replace the switch.
• If the compressor does not operate regardless of
the position of the knob a loss of the power
element charge is indicated provided that it has
been established that power is supplied to the
switch. This, of course, results in no cooling.
Replace the switch.
• Check the screw threads for stripped or other-
wise damaged threads.
Adjusting Switch
H, after checks above, the switch seems to be operating
properly,
follows:
adjust for proper setting if necessary, as
1.
(Chevy II All-Weather) Turn the outer air deflector
in the face plate so that the attaching screws may
be removed; Then remove the control knobs, bezels
and the thermostatic switch. (Universal) remove the
face plate retaining screws. Pull the faceplate away
from the case when ready to turn the switch adjusting
screw.
2.
Vehicle must be set up as in Step 2 above.
3.
The suction side of the system, read on the low
pressure gauge, should pull down to the pressure
shown in the chart in Performance Test under the
ambient temperature at the time the switch is being
set.
4.
If the low side pulls down lower than the prescribed
pressure at the end of each cooling cycle, turn the
adjusting screw (See Figure 54) clockwise in single
CHEVROLET CHASSIS SERVICE MANUAL
Page 268 of 659
ENGINE
6-3
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REPLACE
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LATERAL
MISALIGNMENT
PROPER
LATERAL ALIGNMENT
Fig.
4- Distributor (V8)
CAUTION: Use extreme care
-when
using tap to
prevent cross threading. Also crank engine sev-
eral times to blow out any material dislodged
during cleaning operation.
7. Install spark plugs with new gaskets and torque to
specifications.
NOTE:
The following are some of the
greatest causes of unsatisfactory spark plug
performance.
•
Installation of plugs with insufficient torque to
fully seat the gasket.
•
Installation of the plugs using excessive torque
which changes gap settings.
•
Installation of plugs on dirty gasket seal.
•
Installation of plugs into corroded spark plug hole
threads.
8^ Connect spark plug wiring.
Service
Ignition System
1.
Remove distributor cap, clean cap and inspect for
cracks, carbon tracks and burned or corroded ter-
minals. Replace cap where necessary.
2.
Clean rotor and inspect for damage or deterioration.
Replace rotor where necessary.
3.
Replace brittle, oil soaked or damaged spark plug
wires.
Install all wires to proper spark plug. Proper
positioning of spark plug wires in supports is impor-
tant to prevent cross-firing.
4.
Tighten all ignition system connections.
5. Replace or repair any wires that are frayed, loose or
damaged.
Us
CORRECT
LATERAL MISALIGNMENT BY
j BENDING
FIXED CONTACT SUPPORT
[NEVER
BEND BREAKER LEVER
Fig.
5 - Point Alignment
Magnetic
Pulse(Breakerless)
Distributor
There are no moving parts in the ignition pulse ampli-
fier, and the distributor shaft and bushings have perma-
nent type lubrication, therefore no periodic maintenance
is required for the magnetic pulse ignition system. Refer
to Section 6Y for an analysis of problems and/or repair
procedures encountered on the Transistorized (Magnetic
Pulse) ignition system.
Standard
(Breaker Point) Distributor
(Figs.
3 or 4)
1.
Check the distributor centrifugal advance mechanism
by turning the distributor rotor in a clockwise direc-
tion as far as possible, then releasing the rotor to
see if the springs return it to its retarded position.
If the rotor does not return readily, the distributor
must be disassembled and the cause of the trouble
corrected.
2.
Check to see that the vacuum spark control operates
freely by turning the movable breaker plate counter-
clockwise to see if the spring returns to its retarded
position. Any stiffness in the operation of the spark
control will affect the ignition timing. Correct any
interference or binding condition noted.
3.
Examine distributor points and clean or replace if
riecessary.
DO
NOT SUCK
IN
TOO MUCH
ELECTROLYTE
TAKE
READING
AT
EYE LEVEL
Fig.
6 - Testing Specific Gravity of Battery
CHEVROtET
CHASSIS SERVICE MANUAL
Page 272 of 659
ENGINE 6-7
Tune Up should be checked whenever the Air Injection
Reactor System seems to be malfunctioning. Particular
care should be taken in checking items that affect fuel-air
ratio such as the crankcase ventilation system, the car-
buretor and the carburetor air cleaner. Carburetors and
distributors for engines with the Air Injection Reactor
System are designed, particularly, for these engines;
therefore, they must not be interchanged with or replaced
by a carburetor or distributor designed for an engine
without the Air Injection Reactor System.
Choke Adjustment (Fig. 11)
With Remote Choke
1.
Remove air cleaner and check to see that choke
valve and rod move freely.
2.
Disconnect choke r*od at choke lever.
Check choke adjustment as follows:
On all except 275 hp 327 cu. in. engines, hold
choke valve closed and pull rod up against stop. The
top of choke rod end should be 1/2 - 1 rod diameter
4.
5.
above top of hole in choke valve lever.
On 275 hp 327 cu. in. engines, hold choke valve
closed and push rod down against stop on thermostat
bracket. The top of the choke rod should be 1/2 - 1
rod diameter below the top of the hole in the choke
lever.
If necessary, adjust rod length by bending rod at off-
set. (Bend must be such that rod enters choke lever
hole freely and squarely.)
Connect rod at choke lever and install air cleaner.
3.
With Manual
Choke
1.
Remove air cleaner.
2.
Push hand choke knob in to within 1/8" of instrument
panel.
3.
Loosen choke cable at carburetor bracket and adjust
cable through the clip until the choke valve is wide
open.
4.
Tighten cable clamp at carburetor bracket and check
operation of choke valve to ensure full closed and
wide open positions.
INSTRUMENT CHECK-OUT
Instrument Hook Up
Connect vacuum gauge, dwell meter, tachometer and
timing light as recommended by the manufacturer of the
equipment being used.
Check and Adjust Dwell
1.
Start engine then ch^ck ignition dwell.
.2.
If dwell is not within specifications, adjust dwell as
follows:
V8 ENGINES
• With engine running at idle, raise the adjustment
screw window-and insert an Allen wrench in the
socket of the adjusting screw (fig. 12).
• Turn the adjusting screw as required until a dwell
reading of 30° is obtained. A 2° variation is al-
lowable for wear.
• Close access cover fully to prevent the entry of
dirt into the distributor.
NOTE: If a dwell meter is not available, turn
adjusting screw clockwise until engine starts to
misfire, then turn screw one-half turn in the op-
posite direction to complete adjustment.
IN LINE ENGINES
• Remove distributor cap and recheck point setting.
If dwell is still not within specifications check the
distributor as outlined in Section 6Y.
Check Dwell Variation
Slowly accelerate engine to 1500 rpm and note dwell
reading. Return engine to idle and note dwell reading. If
dwell variation exceeds specifications, check for worn
distributor shaft, worn distributor shaft bushing or loose
breaker plate.
WINDOW
"HEX" TYPE
WRENCH
Fig.
12 - Setting Point Dwell (V8)
Fig.
13 - Ignition Timing Marks
CHEVROLET CHASSIS SERVICE MANUAL
Page 312 of 659
ENGINE FUEL 6M-4
Fig.
3C-Fuel Level Sight Plug
2.
Push hand choke knob in to within 1/8" of instru-
ment panel.
3.
Loosen choke cable clamp at carburetor bracket and
adjust cable through the clip until the choke valve
is wide open.
4.
Tighten cable clamp at carburetor bracket and check
operation of choke valve to ensure full closed and
wide open positions.
5. Install air cleaner.
Float Adjustment
Ho/fey (Model 4150
Center
Inlet & Model 2300)
1.
Remove air cleaner then remove the fuel level sight
plugs (Fig. 3c)
2.
With parking brake on, and transmission in neutral,
start the engine and allow it to idle.
3.
With the car on a level surface, the fuel level should
be on a level with the threads at the bottom of the
sight plug port (plus or minus 1/32 inch).
NOTE:
No float drop adjustment is required
on this carburetor.
4.
If necessary to adjust (either or both bowls), loosen
inlet needle lock screw and turn the adjusting nut
clockwise to lower or counter-clockwise to raise
fuel level, then tighten lock screw.
NOTE:
1/6 turn of adjusting nut equals ap-
proximately 1/16" fuel level change.
5. Allow a minute for fuel level to stabilize then re-
check the level at sight plug.
6. Readjust, if necessary, until proper level is obtained,
then install sight plug and air cleaner.
NOTE:
To assure proper secondary float level
setting it is advisable to accelerate primary
throttles slightly and hand operate secondary
throttle. This assures a stabilized secondary
fuel level.
Additional Adjustments
The following adjustments may be made without re-
moving the carburetor from the engine. For procedure
refer to Section 6M of the Overhaul Manual under the
carburetor being serviced.
Rochester BV
• Float
• Idle Vent
• Choke Rod (Fast Idle)
• Choke Vacuum Break
• Choke Unloader
Rochester 2GV
• Float
• Accelerator Pump
• Idle Vent
• Choke Rod (Fast Idle)
• Choke Vacuum Break
• Choke Unloader
• Secondary Throttle Opening
• Secondary Throttle Lockout
Rochester 4MV
• Float
• Accelerator Pumj)
• Idle Vent
• Air Valve
• Choke Rod
• Choke Vacuum Break
• Choke Unloader
• Air Valve Lockout
• Secondary Opening
• Secondary Lockout
Carter YF
• Float
• Idle Vent
• Choke Rod (Fast Idle)
• Choke Vacuum Break
• Choke Unloader
Holley 4160 and 4150
(Except End
Inlet)
• Float
• Air Vent Valve
• Accelerator Pump
• Choke Vacuum Break
• Choke Unloader
Holley 2300 and 4150
(End
Inlet)
• Air Vent Valve (except 2300)
• Accelerator Pump
• Choke Vacuum Break
• Choke Unloader
Removal
Flooding, stumble on acceleration and other perform-
mance complaints are, in many instances, caused by the
presence of dirt, water, or other foreign matter in the
carburetor. To aid in diagnosing the cause of the com-
plaint, the carburetor should be carefully removed from
the engine without draining the fuel from the bowl.
The contents of the fuel bowl may then be examined for
contamination as the carburetor is disassembled.
1.
Remove air cleaner and gasket.
2.
Disconnect fuel and vacuum lines from carburetor.
CHEVROLET CHASSIS SERVICE MANUAL
Page 336 of 659
ENGINE-ELECTRICAL 6Y-11
I
BAT
JUNCTION BLOCK
DELCOTRON
—GRQ
BATTERY
&HJVVWV
0 VA OHM TEST RELAY >
RESISTOR [ 1 d
FUSIBLE
LINK
TO CRANKING
MOTOR
Ik
REGULATOR
VOLTMETER
FUSIBLE LINK
IGN.
SWITCH
Fig.
7c—Voltage Setting Test Connections
NOTE:
Voltage will not greatly exceed 12-1/2
volts until the battery develops a surface charge,
a few minutes generally, unless the battery is
severely discharged or is hot.
If reading is:
a. 12-1/2 volts or more, turn off electrical loads,
stop engine and proceed to Step 7.
b.
Less than 12-1/2 volts, perform "Delcotron Out-
put Test-Voltmeter Method."
(1) Delcotron tests bad—refer to "Service Op-
erations" and repair Delcotron, then repeat
Step 6.
(2) Delcotron tests good—disconnect regulator
connector, remove regulator cover and recon-
nect the connector. Then repeat Step 6 and
turn voltage adjusting screw (fig. 6c) to raise
setting to 12-1/2 volts. On transistor regula-
tor remove pipe plug (fig. 6c), insert screw
driver into slot and turn clockwise one or two
notches to increase setting. Turning counter-
clockwise decreases setting. For each notch
moved, the voltage setting will change ap-
proximately .3 volt. Turn off loads, stop en-
gine and proceed to Step 7. If 12-1/2 volts
cannot be obtained, install a new regulator and
repeat Step 6.
ADJUSTING REGULATOR VOLTAGE
7. Connect a 1/4 ohm-25 watt fixed resistor (purchased
commercially) into the charging circuit at the junc-
tion block as shown in Figure 7c.
NOTE:
Between both leads and the terminal.
8. Run engine at 1500 rpm or above for at least 15
minutes of warm-up, then cycle regulator voltage
control (by disconnecting and re-connecting regulator
connector) and read voltage.
If voltage is 13.5 to 15.2, the regulator is okay.
If voltage is not within 13.5 to 15.2 volts, leave en-
gine running at 1500 rpm or above and:
a. Disconnect four terminal connector and remove
regulator cover. Then re-connect four terminal
connector and adjust voltage to i4.2 to 14.6.
(Refer to Step 6 and fig. 6c).
b.
Disconnect four terminal connector and reinstall
regulator cover, then reinstall connector.
c. Continue running engine at 1500 rpm for 5-10
minutes to re-establish regulator internal
temperature.
d. Cycle regulator voltage by disconnecting and re-
connecting regulator connector. Read voltage. A
reading between 13.5 and 15.2 indicates a good
regulator.
CAUTION: Be sure four terminal regulator
connector is disconnected when removing or in-
stalling cover. This is to prevent regulator
damage by short circuits.
DELCOTRON OUTPUT TEST
Ammeter Method (Fig. 8c)
1.
Disconnect the battery ground cable at the battery.
2.
Disconnect the red wire at Delcotron battery termi-
nal and connect an ammeter in series between the
wire and terminal.
3.
Connect a voltmeter from battery terminal to a good
ground on the generator.
4.
Disconnect the F-R terminal connector at the
Delcotron.
5. Connect the jumper wire between Delcotron "F" and
battery terminals.
6. Connect the battery ground cable at the battery.
7. Connect an adjustable carbon pile across the battery
posts.
8. Start the engine and slowly bring the speed to 1500
RPM and at the same time adjust the carbon pile
load to hold the voltage at 14 volts.
9. Read the amperage and compare with a specifications
chart.
CHEVROLET CHASSIS SERVICE MANUAL
Page 347 of 659
ENGINE-ELECTRICAL 6Y-22
ADJUST DWELL
ANGLE SETTING OR
POINT OPENING
Fig.
lOi—Settihg Point Opening
To adjust the contact point opening:
1.
If necessary, align points (fig. 9i) by bending the
fixed contact support. Do not bend the breaker lever.
Do not attempt to align used points; replace them
where serious misalignment is observed. Use an
aligning tool if available.
2.
Turn or crank the distributor shaft until the breaker
arm rubbing block is on the high point of the cam
lobe.
This will provide maximum point opening.
3.
Loosen the contact support lock screw.
4.
Use a screw driver (fig. lOi) to move the point sup-
port to obtain a .019" opening for new points and a
.016"
opening for used points.
5.
Tighten the contact support lock screw and recheck
the point opening.
6. After checking and adjusting the contact point open-
ing to specifications, the cam angle or dwell should
be checked with a dwell angle meter if such equip-
ment is available (see Specifications for proper dwell
angle).
If the cam angle is less than the specified
minimum, check for defective or misaligned contact
points or worn distributor cam lobes. The variation
in cam angle readings between idle speed and 1750
engine rpm should not exceed 3°. Excessive varia-
tion in this speed range indicates wear- in the
distributor.
NOTE:
Cam angle readings taken at speeds
above 1750 engine rpm may prove unreliable
on some cam angle meters.
Eight Cylinder Engine Distributor
On the Vehicle
With the engine running at idle and operating tempera-
tures normalized, the dwell is adjusted by first raising
the window provided in the cap and inserting a "Hex"
type wrench into the adjusting screw head (fig. Hi).
WINDOW
r- "HEX" TYPE
WRENCH
ADJUSTING
SCREW
Fig.
-lli—Adjusting Dwell Angle
1.
Preferred Method - Turn the adjusting screw until
the specified dwell angle is obtained as measured in
degrees (28° to 32°, 30° preferred) by a dwell angle
meter.
2.
Alternate Method - Turn adjusting screw in (clock-
wise) until the engine begins to misfire, then turn
screw 1/2 turn in the opposite direction (counter-
clockwise). This will give the approximate dwell
angle required. (Use only when meter is not
available.)
Off the Vehicle
1.
Distributor Test Method:
a. With the distributor mounted on a distributor
testing machine, connect the dwell meter to the
distributor primary lead.
b.
Turn the adjusting screw (fig. lli) to set the dwell
angle to 30 degrees.
2.
Test Light Method:
a. With the distributor mounted in a vise, connect a
testing lamp to the primary lead.
b.
Rotate the shaft until one of the circuit breaker
cam lobes is under the center of the rubbing block
of the breaker lever.
c. Turn the adjusting screw clockwise (fig. lli) until
the lamp lights, then give the wrench 1/2 turn in
the opposite direction (counter-clockwise) to ob-
tain the proper dwell angle.
DISTRIBUTOR CONDENSER
PERFORMANCE DIAGNOSIS
The following four factors affect condenser perform-
ance,
and each factor must be considered in making any
condenser test.
1.
Breakdown - A failure of the insulating material. A
direct short between the metallic elements of the
condenser. This prevents any' condenser action.
2.
Low Insulating Resistance (Leakage) - Low insula-
tion resistance prevents the condenser from holding
a charge. All condensers are subject to leakage
which, up to a certain limit, is not objectionable.
3.
High Series Resistance - Excessive resistance in
the condenser circuit due to broken strands in the
CHEVROLET CHASSIS SERVICE MANUAL
Page 444 of 659
STEERING 9-4
8. Reassemble pitman arm to sector shaft, lining up
marks made during disassembly. Refer to torque
specifications at rear of manual for correct torque
value.
9. Install horn cap or ornament and connect steering
column harness at chassis connector.
NOTE:
Chevy.n models are equipped with a
shim at the frame to steering gear mounting
bolts.
Shims may be removed or installed as
required for proper steering gear alignment.
STEERING WHEEL ALIGNMENT AND
HIGH POINT CENTERING
1.
Set front wheels in straight ahead position. This can
be checked by driving vehicle a short distance on a
flat surface to determine steering wheel position at
which vehicle follows a straight path.
2.
With front wheels set straight ahead, check position
of mark on wormshaft designating steering gear high
point. This mark should be at the top side of the shaft
at 12 o'clock position and lined up with the mark in
the coupling lower clamp.
3.
If gear has been moved off high point when setting
wheels in straight ahead position, loosen adjusting
sleeve clamps on both left and right hand tie rods,
then turn both sleeves an equal number of turns in
the same direction to bring gear back on high point.
CAUTION: Turning the sleeves an unequal
number of turns or in differential directions will
disturb the toe-in setting of the wheels.
4.
Readjust toe-in as outlined in Section 3 (if necessary).
5. With wheels in a straight ahead position and the
steering gear on highpoint, check the steering wheel
alignment by measuring the distance from each hori-
zontal spoke to the horizontal centerline of the
steering wheel (fig. 5). If the horizontal spokes are
over 1-1/8 inches from the horizontal position the
wheel should be removed and centered. (See steering
wheel removal in this section.)
TOE-IN ADJUSTMENT
Adjust the steering linkage for proper toe-in setting as
outlined in Section 3.
CORVETTE STEERING RATIO (Fig. 6)
The Corvette steering ratio may be changed as follows:
CAUTION: Do not use the rearward hole in the
steering arm with power steering equipment or
interference may result.
1.
Remove tie rod ball stud nut at steering arm and
disconnect tie rod from steering arm.
2.
Move tie rod end to forward hole for 17.6:1 ratio
(fast ratio) or rear hole for 20.2:1 ratio (standard
ratio).
3.
Install tie rod stud nut and tighten securely. Repeat
operation on opposite steering arm.
COMPONENT REPLACEMENT AND REPAIRS
STEERING WHEEL
REGULAR PRODUCTION (Fig. 7)
Removal
1.
Disconnect steering column harness from chassis
wiring harness at connector (fig. 8).
2.
Pull out horn button cap or center ornament and
retainer.
3.
Remove three screws from the receiving cup.
4.
Remove the receiving cup, belleville spring, bushing,
and pivot ring.
5. Remove the steering wheel nut and washer.
6. Using Tool J-2927, install centering adapter on
steering shaft, thread puller anchor screws into
threaded holes provided in steering wheel. Turn
center bolt of tool clockwise to remove steering
wheel (fig. 9).
Installation
CAUTION: Direction signal control assembly
must be in "neutral position when assembling
steering wheel to prevent damage to cancelling
cam and control assembly.
1.
With directional cancelling cam and horn contact as-
sembly in place, set wheel onto steering shaft.
Fig. 7—-Regular Wheel and Horn Attachments
CHEVROLET CHASSIS SERVICE MANUAL
Page 516 of 659
ELECTRICAL-BODY AND CHASSIS 12-4
b.
hand lamp until the string is positioned over the
crossarm centerline. Turn the screw clockwise
in making the final adjustment to take up play in
the headlamp mechanism.
Repeat the above procedure on the right-hand
lamp to complete the horizontal adjustment of the
headlamps.
VERTICAL ADJUSTMENT
8. a. Numeral "2" (fig. 5) should appear in the "down"
window of each aimer. If not, loosen knob at
underside of aimer arm and slide back and forth
until the numeral does appear.
NOTE:
This setting will give a 2" drop of the
headlamp high beam spot centerline on a screen
placed 25 feet forward of the vehicle. Check
state laws for proper vertical setting.
b.
Turn headlamp vertical aim screw (fig. 5) on left-
hand unit counter-clockwise until the bubble is at
the inner end of the glass tube. Then turn screw
clockwise until bubble is centered in tube.
c. Repeat this procedure on right-hand headlamp
unit to complete vertical adjustment of lamps.
9. Recheck the string at the ends of each crossarm for
correct setting and the bubble on each aimer for
centered position.
10.
Remove the aimers by pulling on the suction cup tabs
through the openings in the aimers (fig. 6).
11.
With headlamps properly aimed, replace headlamp
bezels.
HOW TO SELECT A LEVEL AIMING AREA
1.
Select area you believe to be level.
2.
Remove headlamp bezels and install Aimers on each
headlamp (fig. 3) making sure aiming lugs engage
smoooth inner ring of the Aimer.
"
To install Aimer,
press firmly on the knob extending out from the cen-
ter of the Aimer base. This forces the suction cup
into place on the Sealed Beam unit.:
3.
Loosen the slider knob beneath the aimer arm and
set the numeral "2" in the DOWN view window (fig.
7).
Back vertical lamp adjustment out on each lamp
until bubble is outside of black line of vial, then cen-
ter bubble in between black line of vial by turning
clockwise.
VERTICAL AIMING SCREW
VIEW WINDOWS
BUBBLE
Fig.
6 - Removing Aimer from Headlamp
Fog.
7- Selecting Level Aiming Area
4.
After botli bubbles are centered, turn the car around
end for end, making sure the tires are in the spots
made on the floor before the car was moved.
.5.
If the bubbles are still within the two outside black
marks on the vials, the floor is level enough to use
the Aimer as it comes from the factory.
NOTE:
A quick level check can be made by
using the T-3 Safety-Aimer as a level. Use
with a true eight to ten foot two by four as an
extension. Make sure pads on base of Aimer
are used. Place the board where you expect the
wheels to be and take readings as outlined above.
6. If either bubble moves outside the black lines of the
vial there is too much slant to the floor. Try driving
the car in at different angles onto the aiming area.
If bubbles can
not
be centered follow procedure under
"How to Compensate for Unlevel Floor."
NOTE:
When level portion of floor is obtained,
mark tire spots on floor so spots can be used
next time without calibrating Aimer.
TO COMPENSATE FOR UNLEVEL FLOORS
If your floor is not level within the limits specified, the
T-3 Aimer can be calibrated to compensate for the error
in the floor. Follow this procedure with both aimers.
1.
Drive the car onto the area for which you wish to
compensate the aimers, and install the aimers in
place on the headlamps.
2.
Loosen knob beneath the aimer arm and move the
slider until the bubble is centered.
3.
Record the numeral in the view window. (This nu-
meral is to be used only for recalibration.)
4.
Move the slider to a position halfway between this
recorded numeral and the numeral "2" in the
DOWN
window. (This numeral is used only in recalibration
and not for headlamp aiming.)
5.
Recalibrate aimers by turning screw shown in Figure
8 until the bubble is centered.
6. The T-3 Aimers are now calibrated for the selected
area. All future aiming must be done in the same
area and with the car pointed in the same direction.
Mark the tire spots on the floor so that other vehi-
cles can be located in the same position.
CHEVROLET CHASSIS SERVICE MANUAL