oil temperature CHEVROLET CAMARO 1967 1.G Chassis Workshop Manual
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Page 15 of 659
LUBRICATION 0-13
LUBRICATION
INDEX
Page
Engine Crankcase Oil . 0-13
Crankcase Capacities. . 0-13
Lubrication . ,
•
o-13
SAE Viscosity Oils 0-13
Types of Oils 0-14
Maintaining Oil Level 0-14
Oil and Filter Change Intervals 0-14
Oil.
. . ...:.. 0-14
Filter o-14
Crankcase Dilution . 0-14
Automatic Control Devices to Minimize
Crankcase Dilution 0-14
Crankcase Breather Cap 0-14
Crankcase Ventilation System 0-15
Valve Type 0-15
Fuel Filter 0-15
Air Cleaner . 0-15
Polyurethane Type 0-15
Oil Wetted Paper Element Type 0-15
Battery Terminal Washers 0-15
Page
Distributor 0-15
Rear Axle and 3-Speed and Overdrive
4-Speed Transmission 0-15
Recommended Lubricants 0-15
Multi-Purpose Gear Lubricants 0-15
Lubricant Additions 0-15
Lubricant Changes 0-15
Powerglide Transmission 0-15
Turbo Hydra-Matic 0-16
Front Wheel Bearings 0-16
Manual Steering Gear . . . . 0-16
Power Steering 0-16
Air Conditioning 0-16
Brake Master Cylinder. 0-16
Parking Brake 0-16
Clutch Cross-Shaft , 0-16
Chassis Lubrication 0-16
Lubrication Diagrams . . 0-19
Body Lubrication (Chevrolet, Chevelle, Chevy n, Camaro). 0-20
Body Lubrication Points (Corvette) . 0-21
The selection of the proper lubricant and its correct
application at regular intervals does much to increase the
life and operation of all moving parts of the vehicle.
Consequently, it is important that the correct grade of
oil or grease, as noted in the following pages, be used.
ENGINE CRANKCASE OIL
Crankcase Capacity
4 Cylinder 4 qt.
6 Cylinder 4 qt.
8 Cylinder (283) 4 qt.
8 Cylinder (327) 4 qt.
8 Cylinder (350) 4 qt.
8 Cylinder (396) 4 qt.
8 Cylinder (427) Chevrolet 4 qt.
8 Cylinder (427) Corvette 5 qt.
For 4 Cyl. Add .5 qt. with filter change;
1 qt. for 6 and 8 Cyl. engines.
Lubrication
Crankcase oil should be selected to give the best per-
formance under the climatic and driving conditions in the
territory in which the vehicle is driven.
During warm or hot weather, an oil which will provide
adequate lubrication under high operating temperatures
is required.
During the colder months of the year* an oil which will
permit easy starting at the lowest atmospheric tempera-
ture likely to be encountered, should be used.
When the crankcase is drained and refilled, the crank-
case oil should be selected, not on the basis of the exist-
ing temperature at the time of the change, but on the
lowest temperature anticipated for the period during
which the oil is to be used.
Unless the crankcase oil is selected on the basis of
viscosity or fluidity of the anticipated temperature, dif-
ficulty in starting will be experienced at each sudden
drop in temperature.
SAE Viscosity Oils
SAE Viscosity Numbers indicate only the viscosity or
body of the oil, that is, whether an oil is a light or a
heavy body oil, and do not consider or include other
properties or quality factors.
The lower SAE Viscosity Numbers, such as SAE 5W
and SAE 10W which represent the light body oils, are
recommended for use during cold weather to provide
easy starting and instant lubrication. The higher SAE
Viscosity Numbers such as SAE 20 and SAE 20W, which
represents heavier body oils, are recommended for use
during warm or hot weather to provide improved oil
economy and adequate lubrication under high operating
temperatures.
Oils are available which are designed to combine the
easy starting characteristics of the lower SAE Viscosity
Number with the warm weather operating characteristics
of the higher SAE Viscosity Number. These are termed
"multi-viscosity oils," SAE 5-10W, SAE 5W-20, SAE
10W-20W, and SAE 10W-30.
The following chart will serve as a guide for the
selection of the correct SAE Viscosity Number for use
under different atmospheric temperature ranges, and
suggests the appropriate SAE Viscosity Numbers when
multi-viscosity oils are used.
Lowest Anticipated
Temperature
During Time
Oil Will Be
in Crankcase
32°F.
0°F.
Below 0°F.
Recommended
SAE Viscosity
Oils
SAE 20 or 20W
SAE 10W
SAE 5W
Recommended
SAE
Multi-
Viscosity
Oils
SAE 10W-30 .
SAE 10W-30
SAE 5W-20
SAE 30 or 10W-30 is recommended when most of the
driving is at high speeds and/or at temperatures above
90
°F.
CHEVROLET CHASSIS SERVICE MANUAL
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 17 of 659
LUBRICATION 0-15
CRANKCASE VENTILATION VALVE
VALVE TYPE
NOTE: Under prolonged dusty driving condi-
tions,
it is recommended that these operations
be performed more often. Every 12,000 miles
or 12 months the valve should be replaced.
Connecting hoses, fittings, flame arrestor and
crankcase breather cap (where used) should be
cleaned. At every oil change the system should
be tested for proper function and serviced, if
necessary.
FUEL FILTER
Replace filter element located in carburetor inlet if
flooding occurs, if engine surges during constant speed
operation (pulsating effect) or if poor performance is
experienced during acceleration or at higher speeds.
AIR CLEANER
NOTE: Under prolonged dusty driving condi-
tions,
it is recommended that these operations
be performed more often.
POLYURETHANE TYPE-
Every 12,000 miles clean element in solvent, squeeze
out solvent, then soak in engine oil and squeeze out
excess.
OIL WETTED PAPER ELEMENT TYPE-
First 12,000 miles inspect or test element; if satis-
factory, re-use element but recheck every 6,000 miles
until replaced. Element must not be washed, oiled,
tapped or cleaned with an air hose.
BATTERY TERMINAL WASHERS
Battery terminals have felt washers between top of
case and cable connections to minimize corrosive action
of battery acid. These felt washers should be saturated
with engine oil every 6,000 miles.
DISTRIBUTOR
4 and 6-Cylinder Engine—Remove distributor cap and
rotate lubricator 1/2 turn at 12,000 mile intervals. Re-
place at 24,000 mile intervals.
8-Cylinder Engine—Change cam lubricator end for end
at 12,000 mile intervals. Replace at 24,000 mile
intervals.
REAR AXLE AND 3-SPEED AND
OVERDRIVE, 4-SPEED TRANSMISSIONS
The passenger car operates under the most severe
lubrication conditions at high speed and requires a hypoid
lubricant which will meet this condition.
Recommended Lubricants
Standard Rear Axles—SAE 90 "Multi-Purpose" gear
lubricant.
Positraction Rear Axles—Use special Positraction
lubricant.
CAUTION: Straight Mineral Oil gear lubricants
must not be used in hypoid rear axles.
Transmissions—SAE 90 "Multi-Purpose" gear
lubricant.
The SAE 90 viscosity grade is recommended for year
round use. However, when extremely low temperatures
are encountered for protracted periods during the winter
months, the SAE 80 viscosity grade may be used.
"Multi-Purpose" Gear Lubricants
Gear lubricants that will satisfactorily lubricate hypoid
rear axles have been developed and are commonly re-
ferred to as ' 'Multi-Purpose" gear lubricants meeting
U.S.
Army Ord. Spec. MIL-L-2105B.
These lubricants can also be satisfactorily used in
manual transmissions.
CAUTION: With Positraction rear axles use
special Positraction lubricant.
"Multi-Purpose" gear lubricants must be manufac-
tured under carefully controlled conditions and the
lubricant manufacturer must be responsible for the
satisfactory performance of his product. His reputation
is the best indication of quality.
Lubricant Additions
The lubricant level in the axle and transmission hous-
ings should be checked periodically. (Every 6,000 miles.)
It is recommended that any additions required to bring
up the lubricant level be made using the same type lubri-
cant already in the housing.
When checking lubricant level in transmission or rear
axle the unit being cheeked should be at operating
temperature. With unit at operating temperature the
lubricant should be level with bottom of the filler plug
hole.
If the lubricant level is checked with the unit cold
the lubricant level should be 1/2 inch below the filler
plug hole.
Lubricant Changes
The rear axle lubricant does not require changing for
the life of the vehicle. If additions are needed, or when
refilling the axle after service procedures, use lubricants
described above.
POWERGLIDE TRANSMISSION
NOTE: Every 12,000 miles, it is recommended
that the Powerglide low band be adjusted as
specified in Section 7 of this manual.
Every 6,000 miles--Check fluid level on dipstick with
engine idling, selector lever in neutral position, parking
brake set and transmission at operating temperature. If
fluid level is below full mark on dip stick, adding a small
amount of Automatic Transmission Fluid, General Motors
Automatic Transmission Fluid (Part Numbers 1050568-
69,
70) is recommended. If this fluid is not obtainable,
use Automatic Transmission Fluid Type 'A' bearing the
mark AQ-ATF followed by a number and the suffix letter
'A'.
Recheck fluid level on dip stick and again add a
small amount of fluid if needed to bring level to full
mark. DO NOT OVERFILL.
CHEVROLET CHASSIS SERVICE MANUAL
Page 36 of 659
HEATER
AND AIR
CONDITIONING
1A-13
AIR CONDITIONING
INDEX
Page
General Description
1A-13
Four-Season System
1A-13
Controls
1A-16
Comfortron System
. 1A-18
System Components
lA-19
Controls
1A-20
Universal System
. .
1A-21
Chevy
n
All-Weather System
•
1A-21
Corvette Four-Season System
. 1A-22
General Information
. . . 1A-26
Precautions
in
Handling R-12
1A-26
Precautions
in
Handling Refrigerant Lines
1A-28
Maintaining Chemical Stability
in the
Refrigeration System
1A-28
Gauge
Set 1A-29
Charging Station
IA-29
Leak Testing
the
System
1A-29
Vacuum Pump
1A-30
Availability
of
Refrigerant-12
. . 1A-30
Compressor
Oil 1A-31
Compressor Serial Number
1A-31
Inspection
and
Periodic Service
1A-31
Pre-Delivery Inspection
1A-31
6,000 Mile Inspection
1A-32
Periodic Service
, 1A-32
Installing Gauge
Set to
Check System Operation
....
1A-32
Performance Test
1A-32
Performance Data lA-r33
Comfortron System Operational Test
1A-33
Chevrolet Comfortron Tester
1A-34
Complete System Checks
1A-35
Maintenance
and
Adjustments ......
1A-37
Evaporator Comtrol Valve (POA)
.
1A-37
Page
Thermostatic Switch
1A-37
Expansion Valve
1A-41
Engine Idle Compensator
. . .
1A-42
Evacuating
and
Charging Procedures
1A-42
Purging
the
System
1A-42
Evacuating
and
Charging
the
System
1A-43
Checking
Oil . 1A-43
Component Replacement
and
Minor Repair
1A-45
Refrigerant Line Connections
1A-45
Repair
of
Refrigerant Leaks
1A-46
Preparing System
for
Replacement
of
Component Parts
. 1A-46
Foreign Material
in the
System
.
1A-47
Condenser
.
1A-48
Receiver-Dehydrator
1A-48
Evaporator
1A-49
Expansion Valve
1A-57
Evaporator Control Valve (POA)
1A-59
Thermostatic Switch
or
Blower Switch
. .
1A-59
All Weather-Pull Cable
1A-61
Blower Assembly
1A-62
Air Inlet Valve
.
1A-64
Blower
and
Evaporator Assembly
1A-64
Air Distributor Assembly
and
Outlet Ducts ...... 1A-64
Comfortron Automatic Control Components
1A-66
Collision Procedure lA-70
Four-Season Heater Components
1A-73
Comfortron Heater Components
. . . 1A-75
Compressor
1A-76
Wiring Diagrams
1A-78
Special Tools
.
1A-84
GENERAL DESCRIPTION
Four
air
conditioning systems
are
covered
in
this
section. They are:
1.
The
Four-Season System (Chevrolet, Chevelle,
Camaro and Corvette).
2.
The Comfortron System (Chevrolet).
3.
The All Weather System (Chevy n).
4.
The Universal System (Chevrolet, Chevelle, Chevy
n,
Camaro)
Underhood components (that
is, the
compressor,
con-
denser
and
receiver-dehydrator)
are
much
the
same
in
type,
location
and
method
of
attachment
on all of
the
above systems. The six-cylinder reciprocating compres-
sor
is
bracket-mounted
to the
engine
and
belt driven
from
the
crankshaft pulley.
The
condenser
is
mounted
ahead
of the
engine cooling radiator
and the
receiver-
dehydrator
is
mounted
in
the refrigerant line downstream
of
the
condenser.
All
cooling system components
are
connected by means
of
flexible refrigerant lines.
Evaporator size
and
location differ from system
to
system
as do
methods
of
temperature control
and air
supply
and
distribution.
FOUR-SEASON SYSTEM
The Four-Season system used
in the
Chevrolet,
Chevelle, Camaro,
and
Corvette vehicles
may be
iden-
tified
by the
fact that
it
uses
an
evaporator pressure
control known
as the POA
(Pressure Operated Absolute)
suction throttling valve.
Both
the
heating
and
cooling functions
are
performed
by this system.
Air
entering
the
vehicle must pass
through
the
cooling unit (evaporator)
and
through
(or
around)
the
heating unit,
in
that order, and the system
is
thus referred to
as a
''reheat" system.
The evaporator provides maximum cooling
of the air
passing through
the
core when
the air
conditioning sys-
tem
is
calling
for
cooling.
The
control valve acts in the
system only
to
control
the
evaporator pressure
so
that
minimum possible temperature
is
achieved without core
freeze-up.
The
valve
is
preset,
has no
manual con-
trol,
is
automatically altitude compensated,
and non-
repairable.
The heater core will be hot
at
all times since no water
valve
is
present
in
the system.
System operation
is as
follows (See Figure 24 and 25):
Air, either outside
air or
recirculated
air
enters
the
system
and is
forced through
the
system by the blower.
As
the air
passes through
the
evaporator core,
it
receives maximum cooling
if
the
air
conditioning controls
are calling
for
cooling. After leaving
the
evaporator,
the
air
enters
the
Heater
and Air
Conditioner Selector
Duct Assembly where,
by
means
of
manually operated
diverter doors,
it is
caused
to
pass through
or to
bypass
the heater core
in the
proportions necessary
to
provide
the desired outlet temperature. Conditioned airflow then
enters
the
vehicle through either
the
floor distributor
duct
or the
dash outlets. Remember that the heater core
CHEVROLET CHASSIS SERVICE MANUAL
Page 49 of 659
HEATER AND AIR CONDITIONING 1A-26
clockwise for medium and high blower speed, as
desired. Low blower speed is automatic during
cooling operations.
4.
"Def-Pull". This knob should be pushed fully in.
Additional Cooling Hints
1.
The center barrel outlet in the dash may be rotated
to deflect air as desired or used to act as a shut off
door.
2.
The right and left ball outlets may be rotated to
deflect air in the direction desired. Each outlet has
a shut off valve operated by a knob approximately
4 in. inboard. When the knob is horizontal, the valve
is open.
3.
There are two (2) additional outlets in the bottom of
the ducts approximately 6" inboard from the valve
knobs. A rotating cover will open these outlets to
provide cool air for the feet if desired.
4.
When first entering a very warm car, open the
windows for a few minutes until the interior of the
car has cooled off.
Heating
1.
"Air Pull-Fan". Pull this knob fully out. Rotate
the knob clockwise for low, medium or high blower
speed as desired. If just a small amount of heat is
desired, leave the fan on low or medium speed and
regulate the temperature with the "Cool In-Hot Pull"
knob.
2.
"Air Cond-Pull". This knob should normally be
pushed fully in. However, during cool, damp days
it is possible, by pulling this knob fully out, to de-
humidify the air by passing it through the evaporator
core before reheating to the desired outlet
temperature.
3.
"Cool In-Hot Pull". Pull this knob out as far as
necessary to provide the temperature desired.
4.
"Def-Pull". Pull this knob all the way out for
maximum defrosting or de-icing. When the knob is
partly out, a portion of the hot air is used for de-
frosting and the balance is discharged through the
heater outlet.
GENERAL INFORMATION
In any vocation or trade, there are established proce-
dures and practices that have been developed after many
years of experience. In addition, occupational hazards
may be present that require the observation of certain
precautions or use of special tools and equipment. Ob-
serving the procedures, practices and precautions of
servicing refrigeration equipment will greatly reduce the
possibilities of damage to the customers' equipment as
well as virtually eliminate the element of hazard to the
serviceman.
PRECAUTIONS IN HANDLING REFRIGERANT-12
Refrigerant-12 is transparent and colorless in both the
gaseous and liquid state. It has a boiling point of 21.7^
below zero and, therefore, at all normal temperatures
and pressures it will be a vapor. The vapor is heavier
than air and is noninflammable, nonexplosive, non-
poisonous (except when in contact with an open flame)
and noncorrosive (except when in contact with water).
The following precautions in handling R-12 should be
observed at all times.
• All refrigerant drums are shipped with a heavy metal
screw cap. The purpose of the cap is to protect the
valve and safety plug from damage. It is good .prac-
tice to replace the cap after each use of the drum.
• If it is ever necessary to transport or carry a drum
or can of refrigerant in a car, keep it in the luggage
compartment. Refrigerant should not be exposed to
the radiant heat from the sun for the resulting in-
crease in pressure may cause the safety plug to
release or the drum or can to burst..
• Drums or disposable cans should never be subjected
to high temperature when adding refrigerant to the
system. In most instances, heating the drum or can
is required to raise the pressure in the container
higher than the pressure in the system during the
operation. It would be unwise to place the drum on a
gas stove, radiator or use a blow torch while pre-
paring for the charging operation, for a serious ac-
cident can result. Don't depend on the safety
plug - many drums have burst when the safety plug
failed.' Remember, high pressure means that great
forces are being exerted against the walls of the
container. A bucket of warm water, not over 125°F,
or warm wet rags around the container is all the heat
that is required.
• Do not weld or steam clean on or near the system.
Welding or steam cleaning can result in a dangerous
pressure buildup in the system.
• When filling a small drum from a large one, never
fill the drum completely. Space should always be
allowed above the liquid for expansion. If the drum
were completely full and the temperature was in-
creased, hydraulic pressure with its tremendous
force would result.
• Discharging large quantities of R-12 into a room can
usually be done safely as the vapor would produce
no ill effects, however, in the event of an accidental
rapid discharge of the system it is recommended
that inhalation of large quantities of R-12 be avoided.
This caution is especially important if the area con-
tains a flame producing device such as a gas heater.
While R-12 normally is nonpoisonous, heavy con-
centrations.. of it in contact with a live flame will
produce a toxic gas. The same gas will also attack
all bright metal surfaces.
• Protection of the eyes is of vital importance! When
working around a refrigerating system, an accident
may cause liquid refrigerant to hit the face. If the
eyes are protected with goggles or glasses, no
serious damage can result. Just remember, any
R-12 liquid that you can touch or that touches you is
at least 21.7"F. below zero. The eyeballs can't take
much of this temperature. If R-12 liquid should
strike the eyeballs, here is what to do:
1.
Keep calm.
2.
Do not rub the eyes! Splash the affected area with
quantities of cold water to gradually get the tem-
perature above the freezing point. The use of min-
eral, cod liver or an antiseptic oil is important in
CHEVROLET CHASSIS SERVICE MANUAL
Page 51 of 659
HEATER AND AIR CONDITIONING 1A-28
providing a protective film to reduce the possibility
of infection.
3.
As soon as possible, call or consult an eye specialist
for immediate and future treatment.
REMEMBER -
pound of cure."
"An ounce of prevention is worth a
PRECAUTIONS IN HANDLING REFRIGERANT LINES
• All metal tubing lines should be free of kinks, be-
cause of the restriction that kinks will offer to the
flow of refrigerant. The refrigeration capacity of the
entire system can be greatly reduced by a single
kink.
• The flexible hose lines should never be bent to a
radius of less than 10 times the diameter of the hose.
• The flexible hose lines should never be allowed to
come within a distance of 2-1/2" of the exhaust
manifold.
• Flexible hose lines should be inspected at least once
a year for leaks or brittleness. If found brittle or
leaking they should be replaced with new lines.
• Use only sealed lines from parts stock.
• When disconnecting any fitting in the refrigeration
system, the system must first be discharged of all
refrigerant. However, proceed very cautiously re-
gardless of gauge readings. Open very slowly, keep-
ing face and hands away so that no injury can occur
if there happens to be liquid refrigerant in the line.
If pressure is noticed when fitting is loosened, allow
it to bleed off very slowly.
CAUTION: Always wear safety goggles when
opening refrigerant lines.
• In the event any line is opened to atmosphere, it
should be immediately capped to prevent entrance
of moisture and dirt.
• The use of the proper wrenches when making con-
nections on "O" ring fittings is important. The use
of improper wrenches may damage the connection.
The opposing fitting should always be backed up with
a wrench to prevent distortion of connecting lines or
components. When connecting the flexible hose con-
nections it is important that the swagged fitting and
the flare nut, as well as the coupling to which it is
attached, be held at the same time using three dif-
ferent wrenches to prevent turning the fitting and
damaging the ground seat.
• "O" rings and seats must be in perfect condition.
The slightest burr or piece of dirt may cause a leak.
• Sealing beads on hose clamp connections must be
free of nicks and scratches to assure a perfect seal.
MAINTAINING CHEMICAL STABILITY IN THE
REFRIGERATION SYSTEM
The metal internal parts of the Chevrolet refrigeration
system and the refrigerant and oil contained in the sys-
tem are designed to remain in a state of chemical
stability as long as pure R-12 and uncontaminated re-
frigeration oil is used in the system.
However, when abnormal amounts of foreign materials,
such as dirt, air or moisture are allowed to enter the
system, the chemical stability may be upset. When ac-
celerated by heat, these contaminates may form acids
Fig.
40-^-System Contaminants
and sludge and eventually cause the breakdown of com-
ponents within, the system. In addition, contaminates may
affect the temperature-pressure relationship of R-12,
resulting in improper operating temperature and pres-
sures and decreased efficiency of the system.
The following general practices should be observed to
insure chemical stability in the system.
• Whenever it becomes necessary to disconnect a
refrigerant or gauge line, it should be immediately
capped. Capping the tubing will also prevent dirt and
foreign matter from entering.
• Tools should be kept clean and dry. This also in-
cludes the gauge set and replacement parts.
• When adding oil, the container should be exception-
ally clean and dry due to the fact that the refrigera-
tion oil in the container is as moisture-free as it is
possible to make it. Therefore, it will quickly absorb
any moisture with which it comes in contact. For
. this same reason the oil container should not be
opened until ready for use and then it should be
capped immediately after use.
• When it is necessary to open a system, have every-
thing you will need ready and handy so that as little
Fig.
41—Gauge Set
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 60 of 659
HEATER AND AIR CONDITIONING 1A-37
VACUUM SYSTEM COMPONENT FUNCTION
Component
Air Door Diaphragm
Power Servo
Vacuum Relay Valve
Mode Door Diaphragm
Defroster Diaphragm
Transducer
Thermo Vacuum Valve
Vacuum Applied
Air Door Open to Outside Air
(Closed to Car Body)
Maximum Heat
Vacuum Applied to One Port Opens a Passage
Through the Valve to Allow Transducer Vacuum
to be Supplied to the Power Servo
Vacuum to Linkage Side
Air Flow Out Heater
Ducts
Full Airflow Out Heater
Outlet
Vacuum to Covered Side
Airflow Out of Upper
Outlets
Full Airflow Out Defroster
Outlets (Full De-ice)
No Vacuum Applied
Air Door Open to
Re circulated Air
(Open to Car Body)
Maximum Cooling
No Vacuum Applied Closes
Vacuum Supply to Power
Servo
Airflow Out of Upper and
Lower Outlets Door Open
1"
from 100% Lower Out-
let Position
Airflow Divided 1/3 Out
Defroster Outlets 2/3
Out Heater Outlets
Supplies Modulated Vacuum to Power Servo
Zero Voltage Applied to Transducer
Results in Maximum Vacuum Supply
10 Volts Applied to Transducer
Results in No Vacuum Supply
(Coolant Hot) Passes Vacuum When System is Calling For Outside Air
MAINTENANCE AND ADJUSTMENTS
EVAPORATOR CONTROL VALVE (POA)
(Chevrolet, Chevelle, Comoro, and Corvette
Four Season) (Chevrolet Comfortron)
The only check for proper POA valve operation is to
check the suction pressure at the valve as during a
performance test. The POA valve is an absolute valve
and will provide different gauge readings based on the
altitude where the readings are being taken. Correct
gauge reading at sea level is 29.5 psig. Gauge readings
will be one-half psi higher for each additional 1000 feet
of elevation. The following table lists gauge readings at
different altitudes. If a valve gives improper gauge
readings, it must be replaced since it is not repairable
or adjustable.
29.5
30.0
30.5
31.0
31.5
32.0
32.5
33.0
33.5
34.0
34.5
psig.
psig.
psig.
psig.
psig.
psig.
psig.
psig.
psig.
psig.
psig.
— Sea 1
— 1000
— 2000
— 3000
— 4000
— 5000
— 6000
— 7000
— 8000
— 9000
Level
ft.
ft.
ft.
ft.
ft.
ft.
ft.
ft.
ft.
— 10000 ft.
THERMOSTATIC SWITCH
(Universal and Chevy II All-Weather System)
Thermostatic switches used in Universal and All-
Weather systems differ only in the capillary tube sensing
unit.
The Chevy n All-Weather System thermostatic switch
has an air sensing capillary which is coiled and attached
to the front of the evaporator core with plastic plugs.
This type of unit is controlled by the temperature of the
air leaving the evaporator.
Universal systems make use of a thermostatic switch
with a fin sensing capillary or a self-supporting air sens-
ing capillary. This capillary controls the switch by
sensing the temperature of the metal fins or the air
leaving the fins.
Checking for Proper Operation
1.
Install the gauge set and set up the vehicle as
described under Performance Test.
2.
Movement of the temperature control knob should
result in a definite change in suction pressure and
cycling of the compressor clutch.
• If compressor continues to operate regardless of
the knob adjustment, it indicates that the points
CHEVROLET CHASSIS SERVICE MANUAL
Page 107 of 659
HEATER
AND AIR
CONDITIONING
1A-84
SPECIAL TOOLS
18
19 20 21 23 24
28
30
32
Fig.
120—Air Conditioning—Special Tools
1.
1A.
IB.
2.
3.
4.
5.
6.
7.
00*
9.
10.
11.
12.
13.
14.
15.
J-8393
J-22368
J-21530
J-5453
J-9459
J-5420
J-6084
J-8433
J-9395
J-6272
J-6271
J-7151
J-5421
J-5403
J-6435
J-9396
J-9397
Charging Station
Comfortron System fester
Comfortron Temperature Dial Adjuster
Goggles
90° Gauge Line Adapter
Gauge Line Adapter
Leak Detector
Puller
Puller Pilot
No.
3
Multi-Opener (3-Can)
Fitzall Valve (Single
Can)
Non-Magnetic Clutch Shims
Pocket Thermometers
(2)
#21 Snap Ring Pliers
#26 Snap Ring Pliers
Compressor Holding Fixture
Compressing Fixture
16.
J-9403
17.
J-9399
18.
J-9401
19.
J-9480
20.
J-9392
21.
J-9393
22.
J-9298
23.
J-9481
24.
J-8092
25.
J-9521
26.
J-5139
27.
J-9432
28.
J-9553
29.
J-21508
30.
J-21303
31.
J-9527
,
32.
J-9402
Clutch
Hub
Holding Tool
9/16" Thin Wall Socket
Hub
and
Drive Plate Assembly Remover
Hub
and
Drive Plate Assembly Installer
Seal Remover
Seal Seat Remover
Pulley Bearing Remover
Pulley and Bearing installer
Handle
Internal Assembly Support Block
Oil Pickup Tube Remover
Needle Bearing Installer
Seal Seat "O" Ring Remover
Seal Seat "O" Ring Installer
Shaft Seal Protector
Pressure Test Connector
Parts Tray
CHEVROLET CHASSIS SERVICE MANUAL
Page 236 of 659
BRAKES
5-3
PRIMARY
SHOE
PAWL
WIRE LINK
OVERRIDE
LEVER
VERRIDE
SPRING
RETURN
SPRING
STAR
WHEEL
Fig.
3—Camaro
Pressure
Regulator
Valve
Fig.
4-Self-Adjusting
Brake
MAINTENANCE AND ADJUSTMENTS
In any service operation it is extremely important
that absolute cleanliness be observed. Any foreign matter
in the hydraulic system will tend to clog the lines, ruin
the rubber cups of the main and wheel cylinders and
cause inefficient operation or even failure of the braking
system. Dirt or grease on a brake lining may cause
that brake to grab first on brake application and fade
out on heavy brake application.
The split system consists basically of two separate
brake systems. When a failure is encountered on either,
the other is adequate to stop the vehicle. If one system
is not functioning, it is normal for the brake pedal lash
and pedal effort to substantially increase. This occurs
because of the design of the master cylinder which
incorporates ah actuating piston for each system. When
the rear system loses fluid and takes in air, its piston
will bottom against the front piston. When the front
system loses fluid and takes in air, its piston will
bottom on the end of the main cylinders body. The loss
of fluid in one of the systems causes an uneven hydraulic
pressure balance between the front and rear systems.
The brake pipe distribution and switch assembly, near
the main cylinder, detects the loss of pressure and il-
luminates the brake alarm indicator light on the instru-
ment panel. The pressure loss is felt at the brake pedal
by an apparent lack of brakes for most of the brake
travel and then, when failed chamber is bottomed, the
pedal will harden.
HYDRAULIC BRAKE FLUID
Use GM Hydraulic Brake Fluid, Supreme No. 11 or
equivalent when servicing brakes. This brake fluid is
satisfactory for any climate and has all the qualities
necessary for proper operation, such as a high boiling
point to prevent vapor lock and the ability to remain
fluid at low temperatures.
In the event that improper fluid has entered the system,
it will be necessary to service the system as follows:
1.
Drain the entire system.
2.
Thoroughly flush the system with clean alcohol,
188
proof,
or a hydraulic system cleaning fluid
such as "Declene".
3.
Replace all rubber parts of the system, including
brake hoses.
4.
Refill the system.
5. Bleed the system.
BLEEDING HYDRAULIC SYSTEM
The hydraulic brake system must be bled whenever
any line has been disconnected or air has in some way
entered the system. A ''spongy" pedal feeling when the
brakes are applied may indicate presence of air in the
system. The system must be absolutely free of air at
all times. Bleeding should be done on the longest line
first; the proper sequence to follow is left rear, right
rear, right front, and left front (fig. 5). Bleeding of
brake system may be performed by one of two methods—
either pressure or manual.
PRESSURE
BLEEDING
1.
Clean all dirt from top of main cylinder and remove
cylinder cover and rubber diaphragm.
2.
Reduce fluid level in main cylinder until reservoirs
are approximately half full.
NOTE:
Make sure brake fluid in bleeder equip-
ment is at operating level and that the. equipment
is capable of exerting 30 to 50 lbs. hydraulic
pressure on the brake system.
3.
Install brake bleeder adapter J-22489 (fig. 6) on
main cylinder. Connect hose from bleeder equipment
to bleeder adapter and open release valve on bleeder
equipment.
CHEVROLET CHASSIS SERVICE MANUAL