recommended oil CHEVROLET CAMARO 1967 1.G Chassis Workshop Manual

GENERAL INFORMATION 0-8

nun

Illllfl Q

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DRIVE ON HOIST

BUMPER JACK LIFTING AT FRAME ATTACHMENT ONLY

FLOOR JACK OR HOIST LIFT

Fig.
22—Vehicle Lifting Points—Chevelle

TOWING THE CAMARO

The recommended method for towing the Camaro is

follows.

Front

Connect standard chain hooks near the outer ends of

the front suspension lower control arms in between the

coil springs and the stabilizer bar link bolt (fig. 23).

The chains should be attached to the lower lifting sling

bar so that when the vehicle is raised the rubber straps

protect the front valance panel (fig. 24). Caution should

be exercised when attaching the lower lifting bar that the

upper lifting bar does not damage the hood header panel.
Fig. 23—Attachment of Towing Chain Hooks

to Lower Control Arms

CHEVROLET CHASSIS SERVICE MANUAL

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

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

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

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

HEATER AND AIR CONDITIONING 1A-29

time as possible will be required to perform the

operation. Don't leave the system open any longer

than is necessary.

• Finally, after the operation has been completed and

the system sealed again, air and moisture should be

evacuated from the system before recharging.

GAUGE SET

The gauge set (fig. 41) is used when purging, evacua-

ting, charging or diagnosing trouble in the system. The

gauge at the left is known as the low pressure gauge.

The face is graduated into pounds of pressure and, in

the opposite direction, in inches of vacuum. This is the

gauge that should always be used in checking pressures

on the low pressure side of the system. When all parts of

the system are functioning properly the refrigerant

pressure on the low pressure side never fails below 0

pounds pressure. However, several abnormal conditions

can occur that will cause the low pressure to fall into a

partial vacuum. Therefore, a low pressure gauge is

required.

The high pressure gauge is used for checking pres-

sures on the high pressure side of the system.

The connection at the left is for attaching the low

pressure gauge line and the one at the right the high

pressure gauge line. The center connector is common to

both and is for the purpose of attaching a line for adding

refrigerant, discharging refrigerant, evacuating the sys-

tem and other uses. When not required, this line or

connection should be capped.

NOTE:
Gauge fitting connections should be in-

stalled hand tight only and the connections leak

tested before proceeding.

The hand shutoff valves on the gauge manifold do not

control the opening or closing off of pressure to the

gauges. They merely close each opening to the center

connector and to each other. During most diagnosing

and service operation, the valves must be closed. The

only occasion for opening both at the same time would be

to bypass refrigerant vapor from the high pressure to

the low pressure side of the system, or in evacuating

both sides of the system.

CHARGING STATION

The J-8393 Charging Station is a portable assembly of

a vacuum pump, refrigerant supply, gauges, valves, and

most important, a five (5) pound metering refrigerant

charging cylinder. The use of a charging ey'inder elim-

inates the need for scales, hot water pails, etc.

The chief advantage of this unit is savings. A very

definite savings in refrigerant and time can be obtained

by using this unit. Since the refrigerant is metered into

the system by volume, the correct amount may be added

to.
the system and charged to the customer. This, coupled

with the fact that the unit remains "plumbed" at all times

and thus eliminates loss of refrigerant in purging of

lines and hooking-up, combines to enable the operator to

get full use of all refrigerant purchased by the

dealership.

All evacuation and charging equipment is hooked to-

gether in a compact portable unit (fig. 42) which brings

air conditioning service down to the basic problem of

hooking on two hoses, and manipulating clearly labeled

valves.
Fig.
42—System Charging Station

This will tend to insure that the job will be done without

skipping operations. As a result, you can expect to save

time and get higher quality work, less chance of an over

or undercharge, or comeback.

The pump mount is such that the dealer may use his

own vacuum pump. The gauges and manifold are in com-

mon use. Thus a current air conditioning dealer can use

the equipment on hand and avoid duplication.

LEAK TESTING THE SYSTEM

Whenever a refrigerant leak is suspected in the system

or a service operation performed which results in dis-

turbing lines or connections, it is advisable to test for

leaks.
Common sense should be the governing factor in

performing any leak test, since the necessity and extent

of any such test will, in general, depend upon the nature

of the complaint and the type of service performed on

the system. It is better to test and be sure, if in doubt,

than to risk the possibility of having to do the job over

again.

NOTE:
The use of a leak detecting dye within

the system is not recommended because of the

following reasons:

1.
Refrigerant leakage can exist without any oil leakage.

In this case the dye will not indicate the leak, how-

ever, a torch detector will.

2.
The addition of additives, other than inhibitors, may

alter the stability of the refrigeration system and

cause malfunctions.

3.
Dye type leak detectors which are insoluble form a

curdle which can block the inlet screen of the ex-

pansion valve.

CHEVROLET CHASSIS SERVICE MANUAL

HEATER AND AIR CONDITIONING 1A-43

LOW PRESSURE

CONTROL
HIGH PRESSURE

CONTROL

3

VACUUM

CONTROL
4

FREON

CONTROL

Fig,
56—Charging Station Controls

3.
When the pressure is reduced to below 100 pounds

on the high pressure gauge, open the low pressure

gauge valve and continue discharging until all re-

frigerant has been released. Close both gauge valves.

EVACUATING AND CHARGING THE SYSTEM

GENERAL NOTE: La all evacuating procedures

shown below, the specification of 26-28 inches

of Mercury vacuum is used. These figures are

only attainable at or near Sea Level Elevation.

For each 1000 feet above sea level where this

operation is being performed, the specifications

should be lowered by 1 inch. Example: at 5000

ft. elevation, only 21 to 23 inches of vacuum can

normally be obtained.

Whenever the air conditioning system is open for any

reason, it should not be put into operation again until it

has been evacuated to remove air and moisture which

may have entered the system.

The following procedures are based on the use of the

J-8393 Charging Station.

Filling Charging Cylinder

1.
Open control valve on refrigerant drum.

2.
Open valve on bottom of charging cylinder allowing

refrigerant to enter cylinder.

3.
Bleed cylinder valve on top (behind control panel) as

required to allow refrigerant to enter. When re-

frigerant reaches desired level (see "Air Condition-

ing System Capacities"), close valve at bottom of

cylinder and be certain bleed valve is closed

securely.

NOTE: It will be necessary to close bleed valve

periodically to allow boiling to subside to check

level in sight glass.

Installing Charging Station to System

1.
Be certain all valves on charging station are closed.

2.
Connect high pressure gauge line to high pressure

gauge fitting. (See "Installing Gauge Set to Check

System Operations.")
3.
See Figure 56. Turn high pressure control (2) one

turn counter-clockwise (open). Crack open low pres-

sure control (1) and allow refrigerant gas to hiss

from low pressure gauge line for three seconds,

then connect low pressure gauge line to low pressure

gauge fitting.

4.
System is now ready for performance testing.

Evacuating and Charging System

1.
Install charging station as previously described.

Refer to Figure 56 and 57 while performing the

following operation.

2.
Remove Low Pressure gauge line from compressor.

3.
Crack open high (2) and low (1) pressure control

valves, and allow refrigerant gas to purge from

system. Purge slow enough so that oil does not

escape from system along with Refrigerant.

4.
When refrigerant flow stops, connect Low Pressure

gauge line to compressor.

5.
Turn on vacuum pump and open Vacuum Control

Valve (3).

6. With system purged as above, run pump until 28-29

inched of vacuum is obtained. Continue to run pump

for 15 minutes after the system reaches 28-29 inches

vacuum.

7.
If 28-29 inches cannot be obtained, close Vacuum

Control Valve (3) and shut off vacuum pump. Open

Refrigerant Control Valve (4) and allow 1/2 pound of

R-12 to enter system. Locate and repair all leaks.

8. After evacuating for 15 minutes, add 1/2 pound of

R-12 to system as described in Step 7 above. Purge

this 1/2 pound and reevacuate for 5 minutes. This

second evacuation is to be certain that as much con-

tamination is removed from the system as possible.

9. Only after evacuating as above, system is ready for

charging. Note reading on sight glass of charging

cylinder. If it does not contain a sufficient amount

for a full charge, fill to the proper leveL

10.
With High and Low pressure Valves (1 and 2) open,

close Vacuum Control Valve (3) and open Freon

Control Valve (4). Operating the heater and air

conditioner blower with the controls set for cooling

will help complete the charging operation.

NOTE: If the charge will not transfer com-

pletely from the station to the system, close

the high pressure valve at the gauge set, set

the air conditioning controls for cooling, check

that the engine compartment is clear of ob-

structions, and start the engine. Compressor

operation will decrease the low side pressure

in the system.

System is now charged and should be performance

tested before removing gauges.

CHECKING OIL

In the six cylinder compressor it is not recommended

that the oil be checked as a matter of course. Gener-

ally, compressor oil level should be checked only where

there is evidence of a major loss of system oil such as

might be caused by:

• A broken refrigerant hose.

• A severe hose fitting leak.

CHEVROLET CHASSIS SERVICE MANUAL

HEATER AND AIR CONDITIONING 1A-47

are certain procedures, practices and precautions that

should be followed to prevent costly repairs, personal

injury or damage to equipment. For this reason it is

strongly recommended that the preceding information in

this section be studied thoroughly before attempting to

service the sytem.

Great emphasis must be placed upon keeping the sys-

tem clean. Use plugs or caps to close system components

and hoses when they are opened to the atmosphere. Keep

your work area clean.

In removing and replacing any part which requires

unsealing the refrigerant circuit the following operations,

which are described in this section, must be performed

in the sequence shown.

1.
Purge the system by releasing the refrigerant to the

atmosphere.

2.
Remove and replace the defective part.

3.
Evacuate and charge the system with R-12.

CAUTION: Always wear protective goggles

when working on refrigeration systems. Goggles

J-5453 are included in the set of air conditioning

special tools. Also, beware of the danger of

carbon monoxide fumes by avoiding running the

engine in closed or improperly ventilated

garages.

FOREIGN MATERIAL IN THE SYSTEM

Whenever foreign material is found in the system,

it must be removed before restoring the system to

operation.

In the case of compressor mechanical failure, perform

the following operations:

1.
Remove the compressor.

2.
Remove the receiver-dehydrator and discard me

unit.

3.
Flush the condenser to remove foreign material

which has been pumped into it.

4.
Disconnect the line from the receiver-dehydrator

at the inlet connection of the expansion valve. Inspect

the inlet screen for the presence of metal chips

or other foreign material. If the screen is plugged,

replace it. Reconnect the line to the expansion

valve.

5. Install a new receiver dehydrator.

6. Install the replacement compressor.

7. Add the necessary quantity of oil to the system (one

fluid ounce because of receiver-dehydrator replace-

ment plus the quantity needed for the replacement

compressor—see Checking Compressor Oil Charge

under Checking Oil.

8. Evacuate and charge the system.

9. Check system performance.

CONDENSER

Chevrolet

Replacement

1.
Remove the hood catch and hood catch - grille

support.

2.
With the system purged of refrigerant, disconnect

the inlet and outlet hose clamp connections and the

condenser to radiator support attaching screws.

3.
Remove the condenser from the vehicle.
NOTE:
If it is to be reused, cap or tape the

receiver-dehydrator inlet and outlet connections

at once.

4.
Install new condenser, position the assembly and

install the radiator support to condenser attaching

screws and replace all line connections.

5. Replace the hood catch and grille support and its

attaching bolts.

6. Replace the hood catch.

7. Evacuate, charge and check the system. Add one

fluid oz. refrigerant oil after installing a new

condenser.

Chevelle and Camaro

Replacement

1.
Remove the hood lock catch support and catch.

2.
With the system purged of refrigerant, disconnect

the inlet and outlet hose clamp connections and the

condenser to radiator support attaching screws.

3.
Remove the condenser from the vehicle.

NOTE:
Cap or tape the inlet and outlet con-

nections at once.

4.
Install new condenser, position the assembly and in-

stall the radiator support to condenser attaching

screws and replace all line connections.

5. Evacuate, charge and check the system. Add one

fluid oz. refrigerant oil after installing a new

condenser.

Chevy II

Replacement

1.
Purge the refrigerant from the system.

Fig.
59—Condenser Mounting (Chevrolet and Chevelle)

CHEVROLET CHASSIS SERVICE MANUAL

FRONT SUSPENSION 3-16

available the following procedure may also be

used (fig. 22-Alternate Method).

1.
Support car on suitable hoist or jack (so control

arms may swing free) and remove the wheel and

tire assembly, shock absorber, and stabilizer link

at control arm.

2.
Place suitable jack stand under the lower control

arm cross shaft.

3.
Follow Steps 2-5 as outlined on previous page.

4.
Turn head of tool screw to partially compress

spring.

5. Remove the three control arm cross shaft attaching

bolts,
washers and nuts.

6. Carefully lower jack stand and if necessary increase

compression on spring and when coil spring is out of

its upper seat, relax tension on spring (fig. 22).

7. By using a pry bar to assist, if necessary, remove

the coil spring from the lower control arm.

8. Installation is the reverse of the above procedure.

Carefully follow instructions for installing spring

tool.

LOWER CONTROL ARM SPHERICAL JOINT

Chevrolet, Chevelle, Comoro and Corvette

Inspection

The lower control arm spherical joint should be re-

placed whenever wear is indicated in the upper joint

inspection.

NOTE: The lower control arm spherical joint

is a loose fit in the assembly when not connected

to the steering knuckle.

Only if inspection of each upper joint indicates them

both to be within limits, inspect each lower joint for ex-

cessive wear as follows:

1.
After reconnecting upper joints to steering knuckles,

support vehicle weight on wheels or wheel hubs.

2.
With outside micrometer or caliper, measure dis-

tance from top of lubrication fitting to bottom of ball

stud, and record the dimensions for each side.

3.
Then support vehicle weight at outer end of each

lower control arm, so that wheels or wheel hubs are

free,
then repeat Step 2.

4.
If the difference in dimensions on either side is

greater than 1/16" (.0625"), the joint is excessively

worn and both lower joints should be replaced.

If inspection of lower spherical joints does not indicate

excessive wear, inspect further as follows:

5.
On Chevrolet Only--Examine lubrication hole in each

joint assembly after cleaning out hole. Look for evi-

dence of the liner partially or fully blocking lubrica-

tion opening. Such evidence indicates that liner is

disintegrating and that both lower spherical joints

should be replaced.

Another indication of lower spherical joint excessive

wear is indicated when difficulty is experienced when

lubricating the joint. If the liner has worn to the point

where the lubrication grooves in the liner have worn

away, then abnormal pressure is required to force lubri-

cant through the joint. This is another reason to recom-

mend replacement of both lower joints.

If the above inspections do not indicate any reason for

spherical joint replacements, test the torque tightness of
Fig. 27 - Removing Lower Ball Joint - Chevelle
&
Camaro

the lower ball stud in the knuckle on each side as follows:

1.
Wire-brush off nut and cotter pin attaching spherical

joint ball stud to steering knuckle and examine for

evidence of looseness of stud in knuckle.

2.
If no evidence of looseness, remove cotter pin and

with prick punch or equivalent, mark nut stud and

knuckle to identify relative location.

3.
Tighten nut as installed and observe torque reading.

If less than 45 lbs. ft., stud may have been loose in

steering knuckle and replacement of both lower

spherical joints may be recommended.

4.
Check to see if torque of 60-94 lbs. ft. can be ob-

tained without bottoming stud or ball joint against

knuckle. If bottoming occurs, replace ball joint or

steering knuckle.

Chevrolet and Corvette

Removal

1.
Support lower control arm at outer end on floor jack,

with hoist or jack pad clear of lower ball stud nut.

2.
Remove upper and lower ball stud nuts, free ball

studs from steering knuckle and wire knuckle and

brake drum assembly up to fender skirt to preclude

interference while performing next step.

3.
Being careful not to enlarge the holes in control arm,

cut off rivets.

Installation

1.
Install new joint against underside of control arm and

CHEVROLET CHASSIS SERVICE MANUAL

BRAKES 5-16

6Y. Adjust clutch pedal travel as outlined in

Section 7.

SHOES AND LININGS

Organic Linings

NOTE:
If brake drums are worn severely, it

may be necessary to retract the adjusting screw.

To gain access to the adjusting screw star

wheel, knock out the lanced area in the web of

the brake drum using a chisel or similar tool.

Release the actuator from the star wheel by

lifting with a small screw driver and back off

the star wheel with a second screw driver (press

down on the handle to retract shoes).

CAUTION: After knocking out the metal, be

sure to remove it from the inside of the drum .

and clean all metal from the brake compartment.

A new hole cover must be installed when drum

is reinstalled.

Removal

1.
Raise the vehicle and plate on jack stands.

2.
Loosen check nuts at parking brake equalizer suffi-

ciently to remove, all tension from brake cable.

3.
Remove brake drums.

NOTE:
Since there are wheel cylinder piston

stops to prevent pistons from leaving cylinders,

it is not necessary to install wheel cylinder

clamps when brake shoes are removed; however,

brake pedal must not be depressed while drums

are removed.

4.
Unhook brake shoe pull back springs from anchor

pin and link end, using Tool J-8049 (fig. 27).

5. Remove the actuator return spring and link.

6. Remove hold-down pins and springs (fig. 28).

7. Remove the actuator assembly.
NOTE:
The actuator, pivot and override spring

are an assembly. It is not recommended that

they be disassembled for service purposes,

unless they are broken. It is much easier to

assemble and disassemble the brakes by leaving

them intact.

8. Separate the brake shoes by removing adjusting

screw and spring.

9. Remove parking brake lever from secondary brake

shoe (rear only).

Inspection

1.
Clean all dirt out of brake drum using care to avoid

getting dirt into front wheel bearings. Inspect drums

for roughness, scoring or out-of-round. Replace or

recondition drums as required.

2.
Inspect wheel bearings and oil seal, and replace

any necessary parts.

3.
On Chevrolet only:

Carefully pull lower edges of wheel cylinder boots

away from cylinders and note whether interior is

wet with brake fluid. Excessive fluid at this point

indicates leakage past piston cups and a need for

wheel cylinder overhaul or replacement.

NOTE:
A slight amount of fluid is nearly always

present and acts as lubricant for the piston.

4.
Check cylinders with internal boots by carefully pull-

ing a small part of the boot out of the cylinder.

Note whether interior is wet with brake fluid. Ex-

cessive fluid at this point indicates leakage past

piston cups and a need for wheel cylinder overhaul

or replacement.

5. Check all brake flange plate attaching bolts to make

sure that they are tight. Clean all rust and dirt

from shoe contact faces on flange plate (fig. 29),

using fine emery cloth.

Installation

CAUTION: Make certain to install recom-

Fig.
27-Unhooking Pull Back Spring
Fig.
28—Removing Hold-Down Springs and Pins

CHEVROLET CHASSIS SERVICE MANUAL