refrigerant type CHEVROLET CAMARO 1967 1.G Chassis Workshop Manual
[x] Cancel search | Manufacturer: CHEVROLET, Model Year: 1967, Model line: CAMARO, Model: CHEVROLET CAMARO 1967 1.GPages: 659, PDF Size: 114.24 MB
Page 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 52 of 659
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
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 82 of 659
HEATER AND AIR CONDITIONING 1A-59
Fig.
78—Evaporator Mounting (Corvette)
7. Check the system for proper operation.
Universal System
Follow the procedure outlined under " Evaporator" for
the Universal System.
Chevy II All-Weather System
Replacement of Valve Assembly
1.
Purge the system of refrigerant and remove the
evaporator unit from the vehicle and the core from
the unit as described under "Evaporator."
2.
Remove the expansion valve power element bulb and
the equalizing line connection from the low pressure
line.
3.
Remove the low pressure and high pressure lines
from the valve. Remove the valve.
4.
Install the new valve by connecting the low pressure,
high pressure and* equalizing line connections and
clamp the power element of the new valve to the low
pressure line.
5. Replace the core and evaporator as covered under
"Evaporator."
EVAPORATOR CONTROL VALVE (POA)
(Chevrolet, Chevelle, Comoro, Corvette)
No repairs or adjustments are available on the POA
valve. A malfunctioning valve must be replaced. Figures
80,
81, 82 and 83 illustrate valve installation on the above
vehicles.
THERMOSTATIC SWITCH OR BLOWER SWITCH
Universal System
Removal
1.
Remove the screws attaching the cover plate to the
unit and pull the cover rearward.
2.
(Fin sensing type) Remove the thermostatic capillary
tube from the evaporator core to permit access to
the back of the cover plate.
Fig.
79—Evaporator Core Removal (Corvette)
Fig.
80-P.O.A. Installation (Chevrolet)
CHEVROLET CHASSIS SERVICE MANUAL
Page 628 of 659
SPECIFICATIONS
HEATING
AND AIR
CONDITIONING
SECTION
1A
Compressor
Make Frigidaire
Type
. 6
Cylinder Axial
Displacement
Four-Season
12.6
Cu.
In.
Universal
and
Ail-Weather
.... .10.8 Cu. In.
Rotation Clockwise
Compressor Suction
and
Discharge
Connector Bolt Torque
.......
25 ft lbs.
Compressor Clutch Coil
Ohms
(at
80°F.).
4.18-4.38
Amps
(at
80°F.)
2.86 @ 12
Volts
Torques
Rear Head
to
SheU Stud
Nut 23 lb. ft
Shaft Mounting
Nut 15 lb. ft
Belt Tension.
See
Tune-Up Chart
System Capacities
Refrigerant
R-12
Four-Season
and
Comfortron
Systems.
............
3 lbs., 12 oz.
Universal Systems
Chevrolet, Chevelle,
and
Camaro.
... 3 lbs.
Chevy
n 2 lbs. 8 oz.
All-Weather System
2 lbs. 8 oz.
Compressor
Oil 525
Viscosity
All Systems
11 oz.
Fuses
Comfortron Systems
.
Four-Season Systems
.
Universal Systems
. .
All-Weather System.
.
Fuse
Block
25
amp.
25
amp.
25
amp.
25
amp.
In
Line
30
amp.
30
amp.
20
amp.
20
amp.
SECTION
3
WHEEL ALIGNMENT SPECIFICATIONS (Vehicle
dt
Curb Weight)
Caster*
Camber*
Steering Axis
Inclination
tToe-In (Total)
Wheel Bearing
Adjustment
Preload
End Movement
Chevrolet
Pos.
3/4° ± 1/2°
Pos.
1/4° ± 1/2°
7-1/2° ± 1/2°
@l/8"
to 1/4"
12 ft lbs.
zero
.001"
to .008"
Chevelle •
(SS and El Camino)
Neg. 1/2° ± 1/2°
(All others)
Neg. 1° ± 1/2°
Pos.
1/2° ± 1/2°
8-1/4° ± 1/2°
1/8" to 1/4"
12 ft lbs.
zero
.001"
to .008"
Chevy n
Pos.
1° ± 1/2°
Pos.
1/2° ± 1/2°
7° ± 1/2°
1/4" to 3/8"
12 ft lbs.
zero
.000"
to .004"
Corvette
Pos.
1° ± 1/2°
Pos.
3/4° ± 1/2°
7° ± 1/2°
3/16" to 5/16"
12 ft lbs.
zero
.001"
to .008"
Camaro
Pos.
1/2° £ 1/2°
Pos.
1/4° ±1/2°
8 3/4° ± 1/2°
1/8" to 1/4"
12 ft lbs.
zero
.001"
to .008"
•Must not vary more than 1/2° from side to side.
@Toe-In (Total) should be 5/16" to 7/16" after rebuild using new bushings and ball joints.
tAdjust Toe-in with steering gear on straight ahead location after camber and caster have been set Any change
in caster and camber settings will affect toe; always recheck and set toe to specifications.
LET CHASSIS SERVICE MANUAL