gas type CHEVROLET CAMARO 1967 1.G Chassis Workshop Manual
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Page 16 of 659
LUBRICATION 0-14
SAE 5W-30 oils may be used during periods when
temperatures of 32° and below are to be expected.
Types of Oils
In service, crankcase oils may form sludge and varnish
and under some conditions, corrosive acids unless pro-
tected against oxidation.
To minimize the formation of these harmful products
and to assure the use of oil best suited for present day
operating conditions, automobile manufacturers have de-
veloped a series of sequence tests designed to evaluate
the ability of any oil to properly lubricate automobile
engines.
It is recommended that only those oils which are
certified by their suppliers as meeting or exceeding the
maximum severity requirements of these sequence tests
(or GM Standard 4745-M) be used in Chevrolet engines.
Certified sequence tested oils will be described as such
on their containers.
Maintaining Oil Level
The oil gauge rod is marked "Full" and "Add Oil."
These notations have broad arrows pointing to the level
lines.
The oil level should be maintained between the
two lines, neither going above the "Full" line nor under
the "Add Oil" line. DO NOT OVERFILL. After operating
vehicle allow a few minutes for oil to return to crankcase
before checking oil level.
Check the oil level frequently and add oil when
necessary.
Oil and Filter Change Intervals
NOTE:
Under prolonged dusty driving condi-
tions,
it is recommended that these operations
be performed more often.
OIL
To insure continuation of best performance, low main-
tenance cost and long engine life, it is necessary to
change the crankcase oil whenever it becomes contami-
nated with harmful foreign materials. Under normal
driving conditions draining the crankcase and refilling
with fresh oil every 60 days or every 6000 miles which-
ever occurs first, is recommended.
It is always advisable to drain the crankcase only after
the engine has become thoroughly warmed up or reached
normal operating temperature. The benefit of draining is,
to a large extent, lost if the crankcase is drained when
the engine is cold, as some of the suspended foreign
material will cling to the sides of the oil pan and will not
drain out readily with the cold, slower moving oil.
OIL FILTER
Change engine oil filter every 6000 miles or every 6
months, whichever occurs first.
NOTE:
For Vehicles in heavy duty operation
involving continuous start-stop or prolonged idl-
ing, engine oil should be changed after 2500-
3000 miles of operation. The filter should be
changed after 5000-6000 miles of operation.
Crankcase Dilution
Probably the most serious phase of engine oil deterio-
ration is that of crankcase dilution which is the thinning
of the oil by fuel vapor leaking by pistons and rings and
mixing with the oil and by condensation of water on the
cylinder walls and crankcase.
Leakage of fuel, or fuel vapors, into the oil pan occurs
mostly during the "warming up" period when the fuel is
not thoroughly vaporized and burned. Water vapor enters
the crankcase through normal engine ventilation and
through exhaust gas blow-by. When the engine is not
completely warmed up, these vapors condense, combine
with the condensed fuel and exhaust gases and form acid
compounds in the crankcase.
As long as the gases and internal walls of the crank-
case are hot enough to keep water vapor from con-
densing, no harm will result. However, when the engine
is run in low temperatures moisture will collect and
unite with the gases formed by combustion resulting in
an acid formation. The acid thus formed is likely to
cause serious etching or pitting which will manifest itself
in excessively rapid wear on piston pins, camshaft
bearings and other moving parts of the engine, oftentimes
causing the owner to blame the car manufacturer or the
lubricating oil when in reality the trouble may be traced
back to the character of fuel used, or a condition of the
engine such as excessive blowby or improper carburetor
adjustment.
Automatic Control Devices to Minimize
Crankcase Dilution
All engines are equipped with automatic devices which
aid greatly in minimizing the danger of crankcase
dUution.
The thermostat, mounted in the cylinder head water
outlet, restricts the flow of water to the radiator until a
predetermined temperature is reached, thus minimizing
the length of time required to reach efficient operating
temperature, reducing the time that engine temperatures
are conducive to vapor condensation.
A water by-pass is included in the cooling system,
utilizing a hole in the front of, the cylinder block. This
allows a limited circulation of coolant, bypassing the
thermostat until thermostat opening temperatures are
reached. This system provides a uniform coolant tem-
perature throughout the engine, eliminating localized
hot-spots, improving exhaust valve life, provides fast
warmrup of lubricating oil and fast temperature rise in
the coolant which provides fast heater operation in cold
weather.
A thermostatic heat control on the exhaust manifold
during the warming up period, automatically directs the
hot exhaust gases against the center of the intake mani-
fold, greatly aids in proper vaporization of the fuel.
An automatic choke reduces the danger of raw or
unvaporized fuel entering the combustion chamber and
leaking into the oil reservoir.
An.
efficient crankcase ventilating system drives off
fuel vapors and aids in the evaporation of the raw fuel
and water which may find its way into the oil pan.
CRANKCASE BREATHER CAP
Clean and re-oil at every oil change..
CHEVROLET CHASSIS SERVICE MANUAL
Page 23 of 659
LUBRICATION
0-21
6
3-SPEED
4-SPEED
AUTOMATIC
10
LUBRICATE EVERY 6,000 MILES GL -Multi-purpose
or
Universal Gear Lubrincant*
-(V LUBRICATE EVERY 12,000 MILES WB-Wheel Bearing Lubricant
V/^ (Whenever Brakes
are
serviced)
AT —Automatic Transmission Fluid (Type)
BF -Brake Fluid
a
LUBRICATE EVERY 36,000 MILES
* Refill Positraction Rear Axle with
Special Lubricant Only.
CL -Chassis Lubricant
EO—Engine
Oil
Fig.
36—Lubrication Diagram—Corvette
1.
Front Suspension
2.
Steering Linkage
3. Steering Gear
4.
Air
Cleaner
5. Front Wheel
Bearings
6. Transmission
7. Rear Axle
8.
Oil
Filter
9. Battery
10.
Parking Brake
11.
Brake Master Cylinder
BODY LUBRICATION POINTS (CORVETTE)
Lubricate the following items when possible.
Hood Latch Mechanism and Hinges --Apply light engine oil
to pivot points. Don't oil lock pins or catch plates.
i
Rear Compartment Lid Release and Hinges --Apply light
engine
oil.
Side Door Hinge Pins—Apply light engine oil.
Door Lock Rotor and Striker Plate—Apply light engine oil or
stainless stick lubricant.
Lock Cylinders—Lubricate with powdered graphite.
Window Regulators and Controls and Door Lock Remote
Link —Apply light engine
oil.
Gas Tank Filler Cap Hinge—Apply light engine oil.
Weatherstrips and Rubber Bumpers —Coat lightly with
a
rubber lubricant.
CHEVROLET CHASSIS SERVICE MANUAL
Page 53 of 659
HEATER AND AIR CONDITIONING 1A-30
Leak Detector
Tool J-6084 (fig. 43) is a propane gas-burning torch
which is used to locate a leak in any part of the system.
Refrigerant gas drawn into the sampling tube attached to
the torch will cause the torch flame to change color in
proportion to the size of the leak. Propane gas fuel
cylinders used with the torch are readily available
commercially throughout the country.
CAUTION: Do not use lighted detector in any
place where combustible or explosive gases,
dusts or vapors may be present;
Operating Detector
1.
Open control valve only until a low hiss of gas is
heard, then light gas at opening in chimney.
2.
Adjust flame until desired volume is obtained. This
is most satisfactory when blue flame is approxi-
mately 3/8" above reactor plate. The reaction plate
will quickly heat to a cherry red.
3.
Explore for leaks by moving the end of the sampling
hose around possible leak points in the system. Do
not pinch or kink hose.
NOTE: Since R-12 is heavier than air, it is
good practice to place open end of sampling tube
immediately below point being tested, partic-
ularly in cases of small leaks.
CAUTION: Do not breathe the fumes that are
produced by the burning of R-12 gas in the de-
tector flame, since such fumes can be toxic in
large concentrations of R?»12.
4.
Watch for color changes. The color of the flame
which passes through the reaction plate will change
to yellow when sampling hose draws in very small
CHIMNEY
REACTION PLATE
BURNER HEAD
Fig.
43—Leak Detector
leaks of R-12. Large leaks will be indicated by a
change in color to a vivid purplish-blue. When the
sampling hose passes the leak, the flame will clear
to an almost colorless pale-blue again. If the flame
remains yellow when unit is removed from leak,
insufficient air is being drawn in or the reaction
plate is dirty.
NOTE: A refrigerant leak in the high pressure
side of the system may be more easily detected
when, if possible, the system is in operation. A
leak on the low pressure side may be most
easily detected after the engine has been shut
off for several minutes to allow system pres-
sures to equalize. This particularly applies to
the front seal.
VACUUM PUMP
A vacuum pump should be used for evacuating air and
moisture from the air conditioning system.
Vacuum pump, Tool J-5428, (fig.. 44) is available for
this purpose. It is used as a component part of the
Charging Station J-8393, described previously. The fol-
lowing precautions should be observed relative to tbe
operation and maintenance of this pump.
' • Make sure dust cap on discharge outlet of vacuum
pump is removed before operating.
• Keep all openings capped when not in use to avoid
moisture being drawn into the system.
• Oil should be changed after every 250 hours of nor-
mal operation.
To change oil, simply unscrew hex nut located on
back side of pump, tilt backward and drain out oil
(fig. 44). Recharge with 8 ounces of vacuum pump
oil.
If you desire to flush out the pump, use this
same type clean oil. Do not use solvent.
NOTE: Improper lubrication will shorten the
life of pump.
• If this pump is subjected to extreme or prolonged
cold, allow it to remain indoors until oil has reached
approximate room temperature. Failure to warm oil
will result in a blown fuse.
• A five ampere time delay cartridge fuse has been
installed in the common line to protect the windings
of the compressor. The fuse will blow if an ex-
cessive load is placed on the pump. In the event the
fuse is blown, replace with a five ampere time delay
fuse - do not use a substitute fuse as it will result in
damage to the starting windings.
• If the pump is being utilized to evacuate a burnt-out
system, a filter must be connected to the intake
fitting to prevent any sludge from contaminating the
working parts, which will result in malfunction of the
pump.
• Do not use the vacuum pump as an air compressor.
AVAILABILITY OF REFRIGERANT-12
Refrigerant-12 is available through Parts Stock in 25
lb.
drums and in 15 oz. disposable cans. Valves are
available for
the"
disposable cans, which may be used as
individual cans or as a group of up to four cans (fig. 45).
Tool J-6272 is used with one through four cans. The
use of the four-can fixture makes it possible to charge
the system with a known quantity of refrigerant without
CHEVROLET CHASSIS SERVICE MANUAL
Page 202 of 659
REAR SUSPENSION AND DRIVE LINE 4-12
Fig.
27—Shock Absorber Mounting—Exploded View (Chevy II)
Installation
1.
Loosely install the two shock absorber upper at-
taching bolts.
2.
Position lower attaching stud in axle bracket and
loosely install lock washer and nut.
3.
Torque upper attaching bolts to specifications.
4.
Torque lower attaching nut to specifications, ob-
serving procedure outlined in Removal procedure.
5.
If equipped with superlift shock absorbers, connect
air line to shock absorber and add air to obtain a
minimum of 10 psi.
6. Lower vehicle and check shock absorber action.
Fig.
28—Removing Shock Absorber Eye Bolt (Chevy II)
Chevy H
Removal (Refer to Fig. 27)
1.
Raise vehicle and support axle housing with adjust-
able jackstand.
2.
Loosen and remove shock absorber lower mounting
bolt from shock absorber eye (fig. 28).
3.
Remove shock absorber upper mounting bracket
bolts and withdraw shock absorber and bracket.
4.
Remove nut, washers, bushing and upper mounting
bracket from shock absorber. Inspect rubber bush-
ings for aging or damage and replace where
necessary.
Installation
1.
Assemble nut, washer, rubber bushings, bracket and
upper bushing to shock absorber. Torque nut to
specifications.
2.
Install shock absorber with upper bracket to floor
pan and torque to specifications.
3.
Insert shock absorber eye into lower bracket, install
bolt with nut to rear and torque to specifications.
4.
Lower vehicle and test shock absorber action.
Comoro
Removal (Refer to Fig. 29)
1.
Raise rear of vehicle and support rear axle
assembly.
2.
Loosen and remove shock absorber lower attaching
bolt from shock absorber eye.
3.
Remove shock absorber upper mounting bracket-to-
iiinderbody retaining screws and withdraw shock ab-
sorber and bracket.
4.
Remove nut, upper retainer and grommet, gasket
and bracket, and lower grommet and retainer from
the shock absorber rod.
5.
Inspect rubber grommets and gasket for damage and
deterioration--replace as required.
Installation
1.
Assemble lower retainer and grommet, bracket and
gasket, upper grommet and retainer and nut to the
shock absorber rod. Torque nut to specifications.
2.
Position shock absorber bracket to underbody and
install bracket retaining screws. Torque retaining
screws to specifications.
3.
Insert shock absorber eye into lower bracket, install
bolt with head toward front of vehicle. Torque nut to
specifications.
4.
Lower vehicle and test shock absorber action.
CONTROL ARM
Chevrolet Upper
Removal
1.
*
Using,a suitable hoist that will support the rear axle
housing or wheels (such as a twin post or drive on
ramp type), remove the rear pivot bushing bolt at
the rear axle housing (fig. 30).
NOTE: The rear axle must be supported in
such a way as to prevent the axle housing from
rotating about the lower control arm rear pivot,
and to also relieve load on the pivot bushing.
2.
Remove the three bolts, lock washers and nuts at-
taching the upper control arm bracket to the
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 267 of 659
ENGINE 6-2
remotely at the starter, with a special jumper
cable or other means, the primary distributor
lead must be disconnected from the negative
post on the coil and the ignition switch must be
in the "ON" position. Failure to do this will
result in a damaged grounding circuit in the
ignition switch.
3.
Crank engine through at least four compression
strokes to obtain highest possible reading.
4.
Check and record compression of each cylinder.
5.
If one or more cylinders read low tor uneven, inject
about a tablespoon of engine oil on top of pistons
in low reading cylinders (through spark plug
port).
Crank engine several times and recheck
compression.
• If compression comes up but does not necessarily
reach normal, rings are worn.
• If compression does not improve, valves are
burnt, sticking or not seating properly.
• If two adjacent cylinders indicate low compres-
sion and injecting oil does not increase compres-
sion, the cause may be a head gasket leak between
the cylinders. Engine coolant and/or oil in cylin-
ders could result from this defect.
NOTE: If a weak cylinder cannot be located
with the compression check, see "Cylinder Bal-
ance Test" under "Additional Checks and Adjust-
ments" in this section.
Service and Install Spark Plugs (Fig. 2)
1.
Inspect each plug individually for badly worn elec-
trodes,
glazed, broken or blistered porcelains and
replace plugs where necessary. Refer to spark plug
diagnosis information presented in Section 6Y for an
analysis of plug conditions.
2.
Clean serviceable spark plugs thoroughly, using an
abrasive-type cleaner such as sand blast. File the
center electrode flat.
3.
Inspect each spark plug for make and heat range. All
plugs must be of the same make and number.
4.
Adjust spark plug gaps to specifications using a
round feeler gauge.
PORCELAIN
INSULATOR
INSULATOR CRACKS
OFTEN OCCUR HERE
CENTER ELECTRODE
[FILE FLAT WHEN
ADJUSTING GAP-
[DO NOT BEND!
(PROPER GAP)
(BEND TO ADJUST GAP)
CAUTION:
adjust gap.
Fig.
2 - Spark Plug Detail
Never bend the center electrode to
Always adjust by bending ground or
side electrode.
If available, test plugs with a spark plug tester.
Inspect spark plug hole threads and clean before in-
stalling plugs. Corrosion deposits can be removed
with a 14 mm. x 1.25 SAE spark plug tap (available
through local jobbers) or by using a small wire brush
in an electric drill. (Use grease on tap to catch
chips.)
ADJUST DWELL
ANGLE SETTING OR
POINT OPENING
Fig.
1 - Checking Compression
Fig.
3 - Distributor (In Line)
CHEVROLET CHASSIS SERVICE MANUAL
Page 268 of 659
ENGINE
6-3
(ROUND) Y~~fll^H
CENTRIFUGAL
A ^k
ADVANCE--jflgKpl
MECHANISM
UB|
CAM
KSK^2
LUBRICATOR
VlSMi
REPLACEMENT
^BK
-^ADJUST
SQUARELY
AND
JUST
TOUCHING
LOBE
OF
CAM
/ROTOR
HBB
__
I^BH^F
?
(SOUARE)
^K^ I /—
CAM
jKft^J / LUBRICATOR
H^T^
CAUTION!
QV NEVER
OIL
•L-^
CAM LUBRICATOR-
REPLACE
WICK
WHEN
NECESSARY
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 276 of 659
ENGINE 6-11
Fig.
18 - Cooling System Pressure Test
Carburetor
Refer to Section 6M to perform adjustments such as
idle vent, float level, pump rod and secondary valve.
Fuel Pump
If the owner has complained of poor high speed per-
formance, the fuel pump may be at fault. Too low a
pump pressure or volume will cause a high speed "miss"
because of lack of fuel delievered to the carburetor,
while too high a pressure will cause carburetor flooding.
Check fuel pump as outlined in Section 6M.
Cooling System
The following test may be performed with pressure
testing equipment available commercially for this pur-
pose.
This test provides an excellent means of detecting
internal or external leaks within the cooling system.
1.
Remove radiator cap.
2.
Apply a test pressure of 3 pounds higher than the ra-
diator cap (fig. 18). i.e. 18 pounds for a 15 pound
cap.
3.
If the pressure will not hold, there is either an
internal or external leak in the system.
Cylinder Head Torque and Valve Adjustment
Retorquing the cylinder head bolts is not necessary
unless a gasket has been replaced, or a leak is suspected.
Valve lash must always be adjusted after the head has
been torqued.
Before adjusting the valve lash, it is extremely impor-
tant that the engine be thoroughly warmed up to normal-
ize the expansion of all parts. This is very important
because during the warm-up period, the valve clearances
will change considerably.
Hydraulic
1.
After the engine has been normalized, remove rocker
arm covers and gaskets.
CAUTION: Do not pry rocker arm cover loose.
Gaskets adhering to cylinder head and rocker
arm cover may be sheared by bumping end of
rocker arm cover rearward with palm of hand
or a rubber mallet.
2.
With the engine running at idle, back off valve rocker
arm nut until the valve rocker arm starts to clatter.
3.
Turn rocker arm nut down slowly until the clatter
just stops. This is the zero lash position.
4.
Turn nut down 1/4 additional turn and pause 10 sec-
onds until engine runs smoothly* Repeat additional
1/4 turns, pausing 10 seconds each time, until nut
has been turned down 1 full turn from the zero lash
position.
NOTE: This 1 turn preload adjustment must be
done slowly to allow the lifter to adjust itself to
prevent the possibility of interference, between
the inlet valve head and top of piston, which
might result in internal damage and/or bent push
rods.
Noisy lifters should be replaced.
5.
Repeat Steps 2, 3 and 4 to adjust the rest of the
valves.
6. Clean gasket surfaces on cylinder heads and rocker
arm covers with degreaser then install rocker arm
covers, using new gaskets, and torque bolts to
specifications.
Mechanical
1.
Normalize the engine.
2.
Remove rocker arm covers and gaskets.
CAUTION: Do not pry rocker arm cover loose.
Gaskets adhering to cylinder head and rocker
arm cover may be sheared by bumping end of
rocker arm cover rearward with palm of hand
or a rubber mallet.
3.
Use a socket wrench on self-locking rocker arm stud
nut and adjust as needed to obtain valve lash (see
tune up chart) measured between rocker arm and
valve stem with a leaf type feeler gauge.
4.
Stop engine, clean gasket surfaces on cylinder heads
and rocker arm covers with degreaser then install
rocker arm covers, using new gaskets, and torque
bolts to specifications.
Fig.
19
- Oil Deflector Clips Installed
CHEVROLET CHASSIS SERVICE MANUAL
Page 280 of 659
ENGINE 6-15
2.
Install rocker arms, rocker arm balls and rocker
arm
nuts.
\
Tighten rocker arm nuts until all lash is
eliminated. .
3.
Adjust valves when lifter is on base circle of cam-
shaft lobe as follows:
a. Mark distributor housing, with chalk, at each cyl-
inder position (plug wire) then disconnect plug
wires at spark plugs and coil and remove distri-
butor cap and plug wire assembly (if not previ-
ously done).
b.
Crank engine until distributor rotor points to
number one cylinder position and breaker points
are open. Both valves on number one cylinder
may now be adjusted.
c. Back out adjusting nut until lash is felt at the push
rod then turn in adjusting nut until all lash is re-
moved. This can be determined by checking push
rod side play while turning adjusting nut (fig. 2L).
When play has been removed, turn adjusting nut
in one full additional turn (to center lifter
plunger).
d. Adjust the remaining valves, one cylinder at a
time,
in the same manner.
4.
Install distributor cap and spark plug wire assembly.
5.
Install rocker arm cover as outlined.
6. Adjust carburetor idle speed and mixture.
VALVE LIFTERS
Hydraulic valve lifters very seldom require attention.
The lifters are extremely simple in design readjustments
are not necessary, and servicing of the lifters requires
only that care and cleanliness be exercised in the han-
dling of parts.
Locating Noisy Lifters
Locate a noisy valve lifter by using a piece of garden
Fig.
2L - Valve Adjustment
hose approximately four feet in length. Place one end of
the hose near the end of each intake and exhaust valve
with the other end of the hose to the ear. In this manner,
the sound is localized making it easy to determine which
lifter is at fault.
Another method is to place a finger on the face of the
valve spring retainer. If the lifter is not functioning
properly, a distinct shock will be felt when the valve
returns to its seat.
The general types of valve lifter noise are as follows:
1.
Hard Rapping Noise--Usually caused by the plunger
becoming tight in the bore of the lifter body to such
an extent that the return spring can no longer push
the plunger back up to working position. Probable
causes are:
a. Excessive varnish or carbon deposit causing
abnormal stickiness.
b.
Galling or "pickup" between plunger and bore of
lifter body, usually caused by an abrasive piece
of dirt or metal wedging between plunger and
lifter body.
2.
Moderate Rapping Noise--Probable causes are:
a. Excessively high leakdown rate.
b.
Leaky check valve seat.
c. Improper adjustment.
3.
General Noise Throughout the Valve Train—This
will, in almost all cases, be a definite indication of
insufficient oil supply, or improper adjustment.
4.
Intermittent Clicking—Probable causes are:
a. A microscopic piece of dirt momentarily caught
between ball seat and check valve ball.
b.
In rare cases, the ball itself may be
out-of-
round or have a flat spot.
c. Improper adjustment.
In most cases where noise exists in one or more lifters
all lifter units should be removed, disasssmbled, cleaned
in a solvent, reassembled, and reinstalled in the engine.
If dirt, varnish, carbon, etc. is shown to exist in one unit,
it more than likely exists in all the units, thus it would
only be, a matter of time before all lifters caused trouble.
Removal
1.
Remove valve mechanism as outlined.
2.
Mark distributor housing, with chlak, at each cylin-
der position (plug wire) then disconnect plug wires at
spark plugs and coil and remove distributor cap and
plug wire assembly.
3.
Crank engine until distributor rotor points to number
one position, then disconnect distributor primary lead
at coil and remove distributor.
4.
Remove push rod covers (discard gaskets).
5.
Remove valve lifters.
NOTE: Place valve lifters in a rack so they
may be reinstalled in the same location.
Installation
1.
Install valve lifters.
NOTE:
Whenever new valve lifters are being
installed, coat foot of valve lifters with Molykote
or its equivalent.
2.
Install push rod covers, using new gaskets, and
torque bolts to specifications.
3.
Install distributor, positioning rotor to number one
cylinder position, then connect primary lead at coil.
4.
Install and adjust valve mechanism as outlined.
CHEVROLET CHASSIS SERVICE MANUAL
Page 306 of 659
SECTION 6K
ENGINE COOLING
INDEX
Page
General Description . . . 6K-1
Maintenance and Adjustments 6K-1
Coolant Level 6K-1
Coolant System Checks 6K-1
Periodic Maintenance 6K-2
Cleaning 6K-2
Reverse Flushing 6K-2
Radiator 6K-2
Page
Cylinder Block and Cylinder Head 6K-2
Hot Water Heater 6K-2
Fan Belt . 6K-2
Adjustment ....". 6K-2
Thermostat . 6K-2
Replacement 6K-2
Water Pump. . . . 6K-3
Removal 6K-3
Installation 6K-3
GENERAL DESCRIPTION
A pressure cooling system is provided for on all
models by a pressure type radiator cap (fig. 1). The
pressure type radiator cap used is designed to hold a
pressure above atmospheric pressure in the cooling
system. Excessive pressure is relieved by a valve within
the cap that opens to radiator overflow.
The water pump is a ball bearing, centrifugal vane
impeller type. It requires no care other than to make
certain the air vent at the top of the housing and the drain
holes in the bottom do not become plugged with dirt or
grease. Removal and installation of the water pump is
covered in this section. For overhaul procedures of the
water pump refer to Section 6K of the Passenger Chassis
Overhaul Manual.
For radiator, refer to Section 13 of this manual For
radiator shroud, refer to Section 11 of this manual.
Fig.
I—Pressure Radiator Cap
MAINTENANCE AND ADJUSTMENTS
Coolant Level
The radiator coolant level should only be checked when
the engine is cool, particularly on cars equipped with air
conditioning. If the radiator cap is removed from a hot
cooling system, serious personal injury may result
The cooling system fluid level should be maintained
one inch below the bottom of the filler neck of the radia-
tor when cooling system is cold, or at the bottom of the
filler neck when the system is warm. It is very impor-
tant that the correct fluid level be maintained. The seal-
ing ability of the radiator cap is affected when the cooling
level is too high.
All passenger car cooling systems are pressurized
with a pressure cap which permits safe engine operation
at cooling temperatures of
up
to 247°F.
When the radiator cap is removed or loosened, the
system pressure drops to atmospheric, and the heat
which had caused water temperature to be higher than
212°F, will be dissipated by conversion of water to
steam. Inasmuch as the steam may form in the engine
water passages, it will blow coolant out of the radiator
upper hose and top tank, necessitating coolant replace-
ment Engine operating temperatures higher than the
normal boiling point of water are in no way objectionable
so long as the coolant level is satisfactory when the
engine is cooL
Upon repeated coolant loss, the pressure radiator cap
and seat should be checked for sealing ability. Also, the
cooling system should be checked for loose hose con-
nections, defective hoses, gasket leaks, etc.
Coolant System Checks
1.
Test for restriction in the radiator, by warming the
engine up and then turning the engine off and feeling
the radiator. The radiator should be hot at the top
and warm at the bottom, with an even temperature
rise from bottom to top. Cold spots in the radiator
indicate clogged sections.
2.
Water pump operation may be checked by running the
engine while squeezing the upper radiator hose. A
pressure surge should be felt Check for a plugged
vent-hole in pump.
NOTE:
A defective head gasket may allow ex-
haust gases to leak into the cooling system.
This is particularly damaging to the cooling
system as the gases combine with the water to
form acids which are particularly harmful to
the radiator and engine.
3.
To check for exhaust leaks into the cooling system,
drain the system until the water level stands just
above the top of the cylinder head, then disconnect
the upper radiator hose and remove the thermostat
and fan belt. Start the engine and quickly accelerate
several times. At the same time note any appreci-
able water rise or the appearance of bubbles which
CHEVROLET CHASSIS SERVICE MANUAL