run flat CHEVROLET CAMARO 1967 1.G Chassis Workshop Manual

CORVETTE BODY 1B-22

16.

17.

Fig.
47-Door Handle and Lock Cylinder
18.

19.

20.

21.

1.
Screw - Handle Retaining

2.
Reinforcement

3. Gasket - Rear

4.
Handle Assembly

5. Cylinder Assembly - Lock
6. Escutcheon

7.
Retainer

8. Rod - Lock Cylinder

9. Gasket - Front

14.
Cut off painted portion of cartridge nozzle along

edge of paint line.

15.
Mix adhesive caulking material and accelerator

] thoroughly according to directions on container.
NOTE:
Once caulking material is mixed, there

will be approximately 35 minutes of working

time with the material. Subsequent steps should

be performed immediately after caulking ma-

terial is mixed.

Place caulking material in cartridge as shown in

Figure 59.

Carefully apply a smooth continuous bead of caulking

material on inside surface of glass next to edge

completely around glass (fig. 60). Caulking material

should be approximately 1/4 inch wide at the base

and form a pyramid 3/8 inch high. If during appli-

cation the pyramid collapses, wait about 2-3 minutes

for material to set up. If an air bubble is encoun-

tered in material back up the applicator and apply

sufficient material to fill void and to dispense the

bubble before continuing.

The reveal molding clips are self sealing and do

not require sealing before installing the rear glass.

With aid of helper, lift glass and carefully position

glass on spacers, matching up marks on glass and

body as shown in Figure 61.

Press glass lightly to set caulking material to rear

window opening flanges. Paddle material where nec-

essary to insure proper seal.

Watertest rear window immediately using a cold

water spray. If any water leaks are encountered, use

flat bladed screw driver or stick and paddle caulking

material into leak point to correct leak. Correction

of leak is usually more effectively performed by

paddling material from inside the body.

CAUTION: Do not run a heavy stream of water

directly on caulking material while the material

is still soft.

22.

Install the reveal moldings in the following sequence:

Top,
sides, lower and the caps in each upper corner.

23.
Carefully remove masking tape from inside of glass

and install garnish moldings.

Fig.
49—Door Sill Plate and Molding

Fig.
48—Door Hinge
1.
Plate - Door Sill

2.
Retainer - Sill Molding

3. Sill Molding
4.
"U" Nut - Sill Molding Retainer

5. Special Nut

6. Spring Nut - Sill Molding

CHEVROLET CHASSIS SERVICE MANUAL

FRONT SUSPENSION 3-3

by means of a lower control arm inner pivot cam; on the

Chevelle, Camaro and Corvette by means of upper control

arm inner support shaft shims.

Caster angle is adjusted, on the Chevrolet and Chevy n

by means of a strut rod which runs from the lower con-

trol arm forward to a frame brace; on the Chevelle,
Camaro and Corvette by means of upper control arm

inner support shaft shims.

A stabilizer bar is used on all Chevelle and Corvette

models. Chevrolet Impalas, station wagons and V-8

engine equipped models are fitted with the stabilizer bar.

UPPER CONTROL ARM

STABILIZER

SPRING
LOWER CONTROL ARM

STEERING KNUCKLE

Fig.
3 - Front Suspension - Corvette

MAINTENANCE AND ADJUSTMENTS

Maintenance intervals recommended for lubrication of

front suspension components have been fully covered in

Section 0 of this manual. Only actual adjustment proce-

dures will be covered here.

NOTE:
Unless otherwise indicated all proce-

dures will apply to all five vehicles covered in

this manual.

FRONT WHEEL BEARING ADJUSTMENT

Proper front wheel bearing adjustment has a definite

bearing on the safe operation of a vehicle. Improperly

adjusted front wheel bearings will result in a lack of

steering stability causing wheel wander, shimmy and ex-

cessive tire wear. Very accurate adjustment is possible

because the spindles are drilled both vertically and hori-

zontally and the adjusting nuts are slotted in all six sides.

NOTE:
Wheel bearings should not
be.
repacked

or adjusted as a part of "New Car Conditioning".
1.
With wheel raised, remove hub cap and dust cap and

then remove the cotter pin from the end of the

spindle.

2.
While rotating wheel, tighten spindle nut to 12 lbs. ft

torque.

3.
Back off adjusting nut one flat and insert cotter pin.

If slot and pin hole do not line up, back off the adjust-

ing nut an additional 1/2 flat or less as required to

insert cotter pin.

4.
Spin the wheel to check that it rolls freely and then

lock the cotter pin by spreading the end and bending

it around.

NOTE:
Bearings should have zero preload and

.001"
to .008" end movement when properly ad-

justed on Chevrolet, Chevelle, Camaro and Cor-

vette; .000" to .004" on Chevy H.

5.
Install dust cap, hub cap or wheel disc and lower

wheel.

6. Perform the same operation on each front wheel.

CHEVROLET CHASSIS SERVICE MANUAL

FRONT SUSPENSION 3-7

CAMARO
CHEVROLET
AND

CORVETTE

LOWER

CONTROL
ARM

CHEVELLE
CHEVY
II

Fig.
9- Checking Riding Height

not the vehicle riding height is correct.

1.
Place the vehicle on a smooth, level floor and bounce

and rock the front end several times. Raise vehicle,

then allow it to settle to a normal height.

2.
Measure the following two distances (fig. 9):

a. From the floor to the center of the inner pivot of

the lower control arm. (On the Chevrolet and

Camaro, this measurement must be made at the

rear end of the pivot.)

b.
Chevrolet--Measure the distance from the floor

to the lower face of the lower steering knuckle

boss for the spherical joint on the same side of

the vehicle.

Chevelle—From the floor to the outer pivot

which is located 1/8" (.12) inboard from the ball

stud boss at the lower surface of the arm.

Chevy II--Measure the distance from the floor

to the lower ball joint seat.
Corvette—Measure the distance from the floor

to the lower face of the lower steering knuckle

boss for the spherical joint on the same side of

the vehicle.

Camaro—From the floor to the lower inboard

edge of ball seat.

3.
The difference between these two measurements

should be as outlined in the Specifications given at

the end of the book with the vehicle at curb weight

(full tank of gas, spare tire and jack in trunk, no

passengers).

4.
Measure the opposite side of the vehicle in the same

manner. The measurements for both sides should

differ no more than 1/2".

5. To correct the height, springs must be replaced.

These springs do not have flat ends and shims should

not be used.

CHEVROLET CHASSIS SERVICE MANUAL

REAR SUSPENSION AND DRIVE LINE 4-34

COMPONENT PARTS REPLACEMENT (CORVETTE)

AXLE DRIVESHAFT-FIGURE 88

Removal

1.
Disconnect inboard driveshaft trunnion from side

gear yoke.

2.
Bend bolt lock tabs down and remove four bolts

securing shaft flange to spindle drive flange.

3.
Pry driveshaft out of outboard drive flange pilot

and remove by withdrawing outboard end first (fig.

89).

Repairs

1.
Remove bearing lock ring from trunnion yoke.

2.
Support turnnion yoke on a piece of 1-1/4" pipe on

arbor press bed.

3.
Using suitable socket or rod, press trunnion down

far enough to drive opposite bearing cup from yoke.

4.
Remove trunnion and press other bearing cup from

yoke, being careful not to
drop'
cup
or lose bearing

rollers.

5. Remove trunnion and yoke from other joint in a

similar manner.

3

AXLE
II 1

i

c

DRI\

c

y
'E SHAFT ^

AXLE
v

DRIVE^
SHAFT
•
Fig.
88—Axle Driveshaft
6. Remove dust seals from trunnion, clean and inspect

bearing rollers and trunnion. Relubricate bearings

with a high-melting point wheel bearing type

lubricant.

NOTE:
In addition to packing the bearings,

make sure that the lubricant reservoir at the

end of each trunnion is completely filled with

lubricant. In filling these reservoirs, pack lu-

bricant into the hole so as to fill from the .

bottom. This will prevent air pockets and en-

sure an adequate supply of lubricant.

7. Place new dust seals on trunnion, cavity of seal

toward end of trunnion - then position Tool J-21556

over end of trunnion and into cavity portion of seal.

Press seal onto trunnion until tool bottoms against

trunnion (fig. 90).

NOTE:
Installation of seal is critical to proper

sealing - use specified tool during installation

to prevent seal distortion and to assure proper

seating of seal on trunnion.

8. Partially install one bearing cup into yoke. Place

trunnion in yoke and into bearing cup. Install other

bearing cup and press both bearing cups into yoke,

being careful to keep trunnion aligned in bearing

cups.

9. Press bearing cups far enough to install lock rings,

and install lock rings.

NOTE:
It may be more convenient, if neces-

sary, to use a bench vise for removal and

installation, instead of an arbor press. In this

case, proceed with disassembly and assembly

procedure as with an arbor press.

Installation

1.
Place driveshaft inboard trunnion into side gear

yokes and assemble
"XJ"
bolts. Rotate yokes so that

trunnion seats are phased 90° apart.

2.
Install outboard drive flange into spindle drive flange

pilot, position bolt lock over bolt holes and install

four bolts. Torque bolts to specification and bend

lock tabs flat against bolt heads.

Fig. 89—Removing Driveshaft

Fig.
90—
"U"
Joint Trunnion Seal Installation

CHEVROLET CHASSIS SERVICE MANUAL

BRAKES 5-29

Fig.
42—Installing Caliper on Disc

Check that the hose does not touch other parts at

any time during suspension or geometry travel.

If contact does occur, remove the U-shaped retainer

and rotate the end of the hose in the support bracket

one or two points in a direction which will eliminate

hose contact. Reinstall the retainer and recheck

for hose contact. If it is satisfactory, place the

steel tube connector in the hose fitting and tighten

securely.

If rear brake caliper is being serviced, connect

brake line to caliper.

Bleed brakes as outlined in this section.

Install wheels and lower vehicle.

BRAKE DISC

Servicing of the disc brakes is extremely critical

due to tolerances required in machining of the brake

disc to insure proper brake operation. In manufacturing

the brake disc, tolerances of the rubbing surfaces for

flatness is .001 and for parallelism is .0005, while

lateral runout of the faces must not exceed .004 total.

The maintenance of these close controls of the shape of

the rubbing surfaces is necessary to prevent brake

roughness. In addition, the surface finish must be non-

directional and maintained at 30-50 micro-inches. This

control of the rubbing surface finish is necessary to

avoid pulls and erratic performance and promote long

lining life and equal lining wear of both left and right

brakes.

tight scoring of the disc surfaces not exceeding .015

in depth, which may result from normal use, is not

detrimental to brake operation.

When the total disc thickness is less than .965 for the

1"
thick disc or 1.215 for the 1-1/4" thick disc, it should

be replaced. Disc thicknesses less than this can permit

the shoes to come out of contact with the shoe abutments

and cause malfunction.

Because performance is not impaired by surface im-

perfection not exceeding .015 deep, refinishing of the

rubbing surface is not necessary.
Fig.
43—Dial Indicating Disc Runout

Since extremely accurate control of the finishing oper-

ation is necessary for proper performance and excess

metal removal can cause malfunction, refinishing of the

rubbing surface is not recommended.

Checking Procedure (Fig. 43)

Front

Tighten the adjusting nut of the wheel bearing until all

play has been removed. It should be just loose enough

to allow the wheel to turn. Clamp a dial indicator to the

caliper so that its button contacts the disc at a point about

1 inch from the outer edge. When the disc is turned, the

indicator reading should not exceed .002 inches. If runout

exceeds this amount the hub and disc assembly should

be replaced. Due to the close tolerances involved it is

not recommended that the front discs be machined or

serviced separately.

After checking the runout, readjust, the wheel bearings

as outlined in Section 3 of this manual.

Rear—Corvette Only

Check the rear wheel bearing end play, as outlined in

Section 4 of this manual. Then dial indicate the disc face.

If lateral runout of the disc exceeds the bearing end play

by .003 inches, the disc should be refaced (not to exceed

.040 inches) or replaced.

Removal

1.
Raise vehicle and remove wheel and tire assembly.

/ 2. Remove brake caliper as outlined in this section.

3.
Drill out the five rivets attaching the disc to the hub

or spindle.

4.
Remove brake disc from vehicle.

5. Complete the removal of the five rivets from the

hub or spindle.

Installation

1.
Install the disc to the hub or spindle aligning the lug

bolts with the holes in the disc.

CHEVROLET CHASSIS SERVICE MANUAL

CLUTCH AND TRANSMISSIONS 7-2

Fig.
2 - Chevelle Clutch Pedal Free Travel Adjustment (V-8 Shown)

some clearance between cross shaft and both its

mounting brackets.

CLUTCH LINKAGE ADJUSTMENT

There is one linkage adjustment (clutch fork push rod

or pedal push rod) to compensate for all normal clutch

wear.

The clutch pedal should have
1-1/4"
free travel (meas-

ured at clutch pedal pad) before the throwout bearing en-

gages the clutch diaphragm spring levers. Lash is re-

quired to prevent clutch slippage which would occur if the

bearing was held against the fingers and to prevent the

bearing from running continually until failure.

Chevrolet Linkage Adjustment (Fig. 1}

With Nuts (A) & (B) loose on Rod (D)
&
before installa-

tion of Clutch Pedal Return Spring
(E),
apply approximately

5 lbs. load in direction of arrow (F) to eliminate clear-

ance between throwout bearing and clutch fingers. Move

Rod (D) in direction of arrow (G) until Clutch Pedal Arm

makes contact with Bumper Stop on instrument panel

brace. Run Nut (B) toward Swivel until dimension (X) is

9/32". Tighten Nut (A) to lock Swivel (C) against Nut (B).

Install Clutch Pedal Return Spring (E).

The foregoing procedure will provide a free pedal

travel of 1" to
1-1/2"
measured on a perpendicular from

the crown of the, pedal pad to the bare metal toe pan.

Chevelle Linkage Adjustment (Fig. 2)

1.
Disconnect spring between cross shaft lever and

clutch fork.

2.
Loosen push rod locknut about three turns.

3.
If there is no free travel, shorten the rod (by turning

at square wrench area) until it is free of clutch fork.

4.
Hold the clutch fork rearward to move throwout

lightly against clutch release fingers, then adjust rod

length until rod just touches ,its seat in the fork.
5.
Adjust locknut to obtain approximately 3/16" clear-

ance between nut and rod sleeve end.

6. Turn the rod with wrench, until the nut just comes in

contact with rod sleeve end, then hold the rod with

wrench and tighten locknut.

7.
Check free pedal travel at pedal (1" to
1-1/2"
is

proper clearance). Readjust if necessary.

Chevy II Linkage Adjustment (Fig. 3}

L-4 & L-6 Models

1.
Loosen locknut "A" and lengthen or shorten push rod

in swivel as required by turning with wrench on ma-

chined flat "B". (Shorten push rod to increase pedal

lash).

2.
Hold push rod at flat "B" and tighten locknut "A".

3.
Recheck pedal free travel.

NOTE: A measurement of approximately 3/16"

between push rod and its seat in fork will give

required pedal free travel.

V-8 Models

The eight cylinder linkage has a two-piece clutch fork

push rod (fig. 3). Adjust clutch pedal free travel by turn-

ing the adjusting rod portion of the push rod to obtain apr

proximately 3/16" clearance between clutch fork and end

of rod, ttien tighten locknut to 8-12 lbs. ft. and check free

travel at pedal. Pedal free travel on all models should

be 1" to
1-1/2".

Corvette Linkage Adjustment

Refer to fig. 1 and the following procedure:

1.
Disconnect pedal return spring.

2.
With Nuts (A) and (B) loose on Rod (D) apply push

hard load in direction of arrow (F) to eliminate

clearance between throwout bearing and clutch

fingers.

3.
Run Nut (B) towards Swivel (C) until dimension (X)

is 3/8" to 7/16".

4.
Tighten Nut (A) to lock swivel against Nut (B).

5.
Connect pedal return spring and check pedal free

travel for
1-1/4"
minimum to 2" maximum.

6. Check every 3,000 miles.

7.
Adjust free travel to 2" to 2-1/2" for heavy duty op-

eration. The return spring may be removed for

heavy duty conditions.

Camaro Linkage Adjustment

Refer to Figure 4 and the following procedure:

Apply a 10 lb. load in direction of Arrow (E) to hold

Clutch Pedal against Clutch Pedal Bumper.

Apply a 10 lb. load to Clutch Fork in direction of Arrow

(D) to eliminate clearance between throwout bearing and

clutch fingers.

Insert a .198 Spacer (F) between clutch fork and Ad-

justing Rod (A).

Rotate Adjusting Rod against Spacer until it has a 5 in.

lb.
torque.

Hold Adjusting Rod and tighten Nut (C) against Swivel

(B) or Rod (B).

Remove Spacer. Install return spring and extension to

clutch fork.

Pedal will have approximately 1" to
1-1/8"
free travel.

A clutch that has been slipping prior to free play ad-

justment may still slip right after the new adjustment due

CHEVROLET CHASSIS SERVICE MANUAL

CLUTCH AND TRANSMISSIONS 7-10 ,

GENERAL DESCRIPTION

The overdrive unit is essentially a two-speed planetary-

transmission attached to the rear of a conventional three-

speed transmission. In overdrive, engine speed is ap-

proximately 30 per cent slower at a given road speed

since the drive train includes planetary gears which pro-

vide a lower overall gear ratio than that obtained in high

gear with the conventional transmission.

The electrical equipment which controls the automatic

action of the mechanical portion of the overdrive unit

consists of a solenoid, a speed-sensitive governor switch,

a relay and a kickdown switch. The circuit including this

equipment makes it possible to operate in overdrive above

a pre-set cut-in speed, or in .conventional drive at any

speed.

With the overdrive unit engaged, the transmission

should not be left in any forward gear with intent of lock-

ing the drive-line as the overrunning clutch is a free-

wheeling condition.
SERVICING THE OVERDRIVE

With the,overdrive assembly removed from the trans-

mission, service operations on the transmission proper

are the same as for the standard three-speed trans-

mission.

Repairs to the overdrive housing, output shaft, ring

gear assembly, clutch cam, roller retainer, pinion cage,

sun gear, shift rail, sun gear control plate, output shaft

bearing, oil seal, speedometer drive gear, solenoid pawl

and interlock plunger may be performed underneath the

car, if so desired, by removing the overdrive housing

without disturbing the transmission. Refer to Overhaul

Manual for Service Procedure.

If the transmission mainshaft, overdrive adapter or

transmission rear bearing which is retained in adapter

require replacement, the entire transmission and over-

drive assembly should be removed and overhauled on the

bench.

MAINTENANCE AND ADJUSTMENTS

Servicing of the overdrive governor switch and pinion,

the sun gear solenoid, oil seal and cable bracket, the out-

put shaft rear oil seal, the control shaft lever, and the

speedometer driven gear may be accomplished without

removing the overdrive from the vehicle, as discussed

in the following paragraphs:

GOVERNOR SWITCH AND PINION

To remove governor switch, disconnect wires at gover-

nor switch and screw governor
out
of housing, using Tool

J-4653 on the flat hexagonal surface of governor case.

The pinion may be separated from the governor by re-

moving the snap ring on the shaft.

SUN GEAR SOLENOID, OIL SEAL AND

CONTROL CABLE BRACKET

Remove the solenoid by taking out the two mounting

bolts and lock washers, removing
the.
cable bracket with

the lower bolt. Turn the solenoid 1/4 turn and
pull,
sole-

noid plunger out of adapter. The oil seal may be pried

out of the adapter.

CASE REAR OIL SEAL

Removal

1.
Remove propeller shaft as outlined in Section 4.

2.
Using a punch against seal in housing, pry out seal

from housing.

Installation

1.
Prelubricate between sealing lips and coat outside of

new oil seal with a suitable sealant, then start seal

into bore in overdrive housing.

2.
Using Tool J-5154 drive oil seal into counterbore.

3.
Install propeller shaft as outlined in Section 4.

CONTROL SHAFT LEVER AND/OR "O" RING

OIL SEALS

To remove- the control shaft, disconnect the cpntrol
cable, remove tapered pin and pull lever out. Replace

the two "0" ring seals on the control shaft. Insert shaft

and new "O" ring seals into housing and install tapered

pin. Connect control wire to lever.

SPEEDOMETER DRIVEN GEAR

Disconnect speedometer cable, remove lock plate to

housing bolt and lock washer and remove lock plate. In-

sert screw driver in lock plate slot in fitting and pry

fitting, gear and shaft from housing. Pry "O" ring from

groove in guide.

Install new "O" ring in groove in fitting and insert

shaft.

Hold the assembly so slot in fitting is toward lock plate

boss on housing and install in housing. Push fitting into

housing until lock plate can be inserted in groove and

attached to housing.

L
dl

ZAIR GAP

km (CHECK WITH

M*= POINTS BARELY
'A

AoWER
|^

POINT

0 ADJUST

=^ i
SUPPORT

Fig. IB - Checking Relay Air Gap

CHEVROLET CHASSIS SERVICE MANUAL

CLUTCH
AND
TRANSMISSIONS
7-23

Assembly (Fig.
4X)

1.
With detent spring tang projecting
up
over
the 3rd

and
4th
shifter shaft cover opening install
the
first

and second detent
cam
onto
the
detent
cam
pivot
pin.

With
the
detent spring tang projecting
up
over
the

first
and
second shifter shaft cover hole install
the

3rd
and 4th
detent
cam,

NOTE:
The 1-2
detent
cam has a
.090" greater

contour
on the
inside detent notch.

2.

3.
Install detent
cam
retaining
"C"
ring
to
pivot shaft,

and hook spring into detent
cam
notches.

Install
1-2 and 3-4
shifter shaft assemblies
in
cover

being careful
not to
damage seals. Install both shift

forks
to
shifter shaft assemblies, lifting
up on
detent
cam
to
allow forks
to
fully seat into position.

4.
Install reverse detent ball
and
spring
to
cover, then

install reverse shifter shaft assembly
to
cover.

5.
Install outer shifter levers, flat washers, lock wash-

ers
and
bolts.

Installation

1.
Shift shifter levers into neutral detent (center) posi-

tion. Position cover gasket
on
case.

2.
Carefully position side cover into place making sure

the shift forks
are
aligned with their respective

mainshaft clutch sliding sleeves.

Install cover attaching bolts
and
tighten evenly
to

specified torque.

Remove filler plug
and add
lubricant specified
in

Section
0, to
level
of
filler plug hole.
3.

4.

ALUMINUM POWERGLIDE

INDEX

Page

General
Description
7-23

Maintenance
and
Adjustments .............. 7—23

Oil
Level Check
7-23

Periodic
Oil
Change
7-24

Periodic
Low
Band Adjustment
7-24

Manual
Shift Linkage Check
and
Adjust
7-24

Floor
Shift Linkage
7-25

Floor
Mounted Control Lever
and

Bracket
Assembly
7-29

Throttle
Valve Linkage
.... 7-29

Neutral
Safety Switch
.. . 7-30

Throttle
Return Check Valve (Dashpot)
7-30

Component
Parts Replacement
7-30

Transmission
Replacement .............. 7—30
Page

Other
Service Operations
7-32

Diagnosis
7-32

Warming
Up
Transmission
7-32

Shop
Warm
Up , 7-32

Road
Warm
Up 7-32

Checking
Fluid Level
and
Condition
7-32

Manual
Linkage
7-32

Oil
Leaks
7-33

Basic
Pressure Checks
7-33

Wide
Open Throttle Upshift Pressure Check
.... 7-33

Idle
Pressure
in
Drive Range
7-33

Manual
"Low"
Range Pressure Check .......
7-33

Drive
Range Overrun (Coast) Pressure
.
.......
7-33

Powerglide
Shift Points
. . 7-35

GENERAL DESCRIPTION

The case
and
converter housing
of the two
speed alumi-

num Powerglide Transmission
is a
single case aluminum

unit. When
the
manual control
is
placed
in the
drive
po-

sition,
the
transmission automatically shifts
to low
gear

for initial vehicle movement.
As the car
gains speed
and

depending
on
load
and
throttle position,
an
automatic shift

is made
to
high gear.
A
forced downshift feature
pro-

vides
a
passing gear
by
returning
the
transmission
to low

range.

The
oil
pump assembly
is a
conventional gear type
and

the
oil
pump housing
is of the
large diameter type acting

as
the
front bulkhead
of the
transmission.
The
torque

converter
is a
conventional three element welded design

bolted
to the
engine flywheel which drives through
a
two-

speed planetary gearset.
The
high clutch assembly
is

typical
of the
designs used
in
this type transmission.
The

aluminum Powerglide uses
an
output shaft mounted
gov-
ernor which requires
a
hole through
the
output shaft.
The

reverse clutch assembly
is a
multiple disc type clutch.

The steel plates
are
splined directly
to the
case while
the

face plates
are
splined
to the
internal
or
ring gear.
The

clutch piston operates within
the
rear portion
of the
case.

The internal diameter
of the
pistoh
is
sealed to
an
integral

hub portion
of the
case rear bulkhead.
The
outside
dia-

meter
is
sealed
to a
machined portion
of the
case.
The

piston
is
hydraulically applied
and is
released
by
separate

coil springs.
The
valve body assembly
is
bolted
to the

bottom
of the
transmission case
and is
accessible
for

service
by
removing
the oil pan
assembly.
The
valve

body consists
of an
upper
and
lower body located
on
either

side
of a
transfer plate.
The
vacuum modulator
is lo-

cated
on the
left rear face
of the
transmission case.
The

modulator valve bore
is
located
in the
upper valve body.

MAINTENANCE
AND
ADJUSTMENTS

OIL LEVEL CHECK

The transmission
oil
level should
be
checked period-

ically
as
recommended
in
Section
0. Oil
should
be
added

only when level
is on or
below
the
"ADD" mark
on the dip

stick with
oil hot or at
operating temperature.
The oil

level
dip
stick
is
located
at the
right rear
of the
engine
compartment. Fill with
oil
specified
in
Section
0.

In order
to
check
oil
level accurately,
the
engine should

be idled with
the
transmission
oil hot and the
control

lever
in
neutral (N) position.

It
is
important that
the oil
level
be
maintained
no

higher than
the
"FULL" mark
on the
transmission
oil

level gauge.
DO NOT
OVERFILL,
for
when
the oil
level

CHEVROLET CHASSIS SERVICE MANUAL

CLUTCH AND TRANSMISSIONS 7-41

CAUTION: Use converter holding ToolJ-5384

when lowering transmission or keep rear of

transmission lower than front so as not to lose
converter.

The installation of the transmission is the reverse of

the removal.

TURBO HYDRA-MATIC DIAGNOSIS PROCEDURE

Accurate diagnosis of transmission problems begins

with a thorough understanding of normal transmission

operation. In particular, knowing which units are in-

volved in the various speeds or shifts so that the specific

units or circuits involved in the problem can be isolated

and investigated further. Analytical diagnosis will pro-

tect the technician from come backs and certainly will

improve owner satisfaction.

An important and often overlooked aspect of diagnosis

is finding out specifically what the customer is com-

plaining of. For this purpose a short ride with the cus-

tomer will often prove beneficial. It may be found that

the condition the customer wants corrected is standard

and should not be altered.

The following sequence, based on field experience, pro-

vides the desired information quickly and in most cases

actually corrects the malfunction without requiring the

removal of the transmission. Details of the items listed

in this sequence are covered further in the text.

SEQUENCE FOR TURBO HYDRA-MATIC

DIAGNOSIS PROCEDURE

1.
Check oil level and condition.

2.
Check and correct detent switch.

3.
Check and correct vacuum line and fittings.

4.
Check and correct manual linkage.

OIL LEVEL AND CONDITION CHECK

Always check the oil level before road testing. Oil

must be visible on dip stick prior to operating the ve-

hicle. Erratic shifting, pump noise, or other malfunc-

tions can in some cases be traced to improper oil level.

Oil level should be checked with the selector lever in

the Park (P) position, engine running, and the vehicle on

level pavement.

Fluid level should be to the FULL mark with the trans-

mission at normal operating temperature (170°-190°
F.).

With warm fluid (room temperature), the level should be

at or slightly below the ADD mark.

If oil level was low, refer to Oil Leaks.

The condition of the oil is often an indication of whether

the transmission should be removed from the vehicle, or

to make further tests. When checking oil level, a burned

smell and discoloration indicate burned clutches or bands

and the transmission will have to be removed.

MANUAL LINKAGE

Manual linkage adjustment and the associated neutral

safety switch are important from a safety standpoint

The neutral safety switch should be adjusted so that the

engine will start in the Park and Neutral positions only.

With the selector lever in the Park position, the park-

ing pawl should freely engage and prevent the vehicle

from rolling. The pointer on the indicator quadrant

should line up properly with the range indicators in all

ranges.
OIL LEAKS

Before attempting to correct an oil leak, the actual

source of the leak must be determined. In many cases,

the source of the leak can be deceiving due to "wind flow"

around the engine and transmission.

The suspected area should be wiped clean of all oil be-

fore inspecting for the source of the leak. Red dye is

used in the transmission oil at the assembly plant and

will indicate if the oil leak is from the transmission.

. The use of a "black light"* to identify the oil at the

source of leak is also helpful. Comparing the oil from

the leak to that on the engine or transmission dip stick

(when viewed by black light) will determine the source

of the leak.

Oil leaks around the engine and transmission are gen-

erally carried toward the rear of the car by the air

stream. For example, a transmission "oil filler tube to

case leak" will sometimes appear as a leak at the rear of

the transmission. In determining the source of an oil

leak it is most helpful to keep the engine running.

POSSIBLE POINTS OF OIL LEAKS

• 1. TRANSMISSION OIL PAN LEAK

a. Attaching bolts not correctly torqued.

b.
Improperly installed or damaged pan gasket.

c. Oil pan gasket mounting face not flat.

2.
REAR EXTENSION LEAK

a. Attaching bolts not correctly torqued.

b.
Rear seal assembly — damaged or improperly

installed.

c. Gasket seal — (extension to case) damaged or

improperly installed.

d. Porous casting.

3.
CASE LEAK

a. Filler pipe "O" ring seal damaged or missing;

misposition of filler pipe bracket to engine —

"loading" one side of
"O"
ring.

b.
Modulator assembly "O" ring seal
—
damaged or

improperly installed.

c. Governor cover, gasket and bolts — damaged,

loose; case face leak.

d. Speedo gear
—
"O" ring damaged.

e. Manual shaft seal — damaged, improperly in-

stalled.

f. line pressure tap plug — stripped, shy sealer

compound.

g. Parking pawl shaft cup plug
—
damaged, improp-

erly installed.

h. Vent pipe (refer to Item 5).

i. Porous case.

4.
FRONT END LEAK

a. Front seal - damaged (check converter neck for

nicks,
etc., also for pump bushing moved for-

ward);
garter spring missing from pump to con-

verter seaL

b.
Pump attaching bolts and seals
—
damaged, miss-

ing, bolts loose.

CHEVROLET a
SERVICE

STEERING 9-34

Fig.
64-Over Center Adjustment

transmission fluid "Type A" bearing the mark

"AQ-ATF" followed by a number and the suffix

letter "A".

ADJUSTMENTS

POWER STEERING GEAR

Chevrolet, Chevelle, and Camaro

The over-center adjustment (fig. 64) is the only power

steering gear adjustment which can be made on the car.

However, in order to make this adjustment, it is also

necessary to check the combined ball and thrust bearing

preload.

If the vehicle is equipped with a tilt column it will be

necessary to disconnect the steering coupling to obtain a

torque reading of the column. This torque should then be

subtracted from any reading taken on the gear.

1.
Disconnect the pitman arm from the relay rod.

2.
Loosen the pitman shaft adjusting screw loeknut and

thread the adjusting screw out to the limit of its

travel through the side cover. '. •

3.
Disconnect steering column harness at chassis wir-

ing connector plug.

4.
Remove horn button.

5.
Turn the steering wheel through its full travel, then

locate the wheel at its center of travel.

6. Gheck the combined ball and thrust bearing preload

with an inch-pound torque wrench on the steering

shaft nut by rotating through the center of travel

(approximately 1/4 turn in each direction). Note the

highest reading.

7.
Tighten the pitman shaft adjusting screw and check

torque at steering shaft nut until over center preload

and total steering gear preload falls within speci-

fications. Refer to torque specifications at rear of

manual for correct torque values.

8. Install horn button. Connect steering column harness

at wiring connector plug.
Chevy II and Corvette

The steering gear used with power steering is adjusted

in the same manner as the manual steering gear.

PUMP BELT TENSION

1.
Loosen nut on pivot bolt and pump brace adjusting

nut.

CAUTION: Do not move pump by prying against

reservoir or by pulling on filler neck.

2.
Move pump, with belt in place until belt is tensioned

to specifications as indicated by Tool J-7316 (Fig-.

65).

3.
Tighten pump brace adjusting nut. Then tighten pivot

bolt nut.

HYDRAULIC SYSTEM CHECKS

The following procedure outlines methods to identify

and isolate power steering hydraulic circuit difficulties.

This test is divided into two parts. Test number one

provides means of determining whether power steering

system hydraulic parts are actually faulty. If test number

one results in readings indicating faulty hydraulic opera-

tion, test number two will identify the faulty part. Be-

fore performing hydraulic circuit test, carefully check

belt tension and condition of driving pulley. Strand

tension of belt should be 125 lbs. on new belts and 75 lbs.

on old belts, as indicated by Tool J-7316 (Fig. 65).

Test Number One—Oil Circuit Open

Engine must be at normal operating temperature. In-

flate front, tires to correct pressure. All tests are made

with engine idling, so adjust engine idle speed to correct

specifications listed in Section 6 and proceed as follows:

a. With engine not running, disconnect flexible pres-

sure line from pump and install Tool J-5176 as

Fig.
65— Checking Belt Tension with Tool J-7316

CHEVROLET CHASSIS SERVICE MANUAL