service reset 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 225 of 659
REAR SUSPENSION AND DRIVE LINE 4-35
Fig.
91—
Removing Carrier Front Support
PINION FLANGE, DUST DEFLECTOR
AND/OR OIL SEAL
Removal
1.
Raise vehicle and place jackstand under frame to
allow wheels to hang free.
2.
Place 1/2" thick block of wood or steel between
carrier upper surface to rear of companion flange,
and body floor. This will prevent carrier assembly
from twisting upward when front support bracket is
disconnected.
3.
Disconnect carrier front mounting bracket bolt from
frame crossmember.
4.
Remove nut from carrier bracket front bolt and
slide bolt to one side until bolt head contacts floor
well. Mark the floor well at this point and drill a
3/4"
diameter hole - remove bolt.
5. Loosen bracket rear bolt and swing bracket down
and to the rear (fig. 91).
6. Disconnect propeller shaft at transmission and at
companion flange. Slide transmission yoke forward,
and lower propeller shaft down and out.
7. Mark companion flange nut and pinion relative loca-
tion.
This is necessary to reset original pinion
bearing pre-load during reassembly of companion
flange.
8. Attach J-8614-1 companion flange holder and remove
flange nut and washer (fig. 92).
9. Remove companion flange by driving off with brass
drift and hammer (fig. 93).
10.
Using screw driver, pry oil seal out of carrier.
Inspection
Inspect companion flange splines for excessive wear
or twisting and check deflector for looseness. If de-
flector is loose or damaged, break stake marks and
remove. Install new deflector and stake in place.
Installation
1.
Place sealing compound around O.D. of new seal
and install seal in carrier using seal Installer
J-21057 (fig. 94).
Fig.
92—Removing Companion Flange Nut
NOTE:
Seal should be started squarely in bore
to eliminate seal distortion.
2.
Tap seal into position until there is a 1/8" gap be-
tween seal flange and carrier (fig. 95).
3.
Lubricate companion flange splines and tap into
place.
4.
Install companion flange washer and nut, and tighten
nut so that it lines up with mark on pinion.
5. Raise propeller shaft into position and connect to
companion flange and transmission yoke.
6. Place rubber cushion on carrier front mounting
bracket and raise bracket into position and loosely
install nut.
7. Install carrier bracket front bolt. With vehicle at
curb,
torque all affected parts to specifications and
install cotter pin to carrier bracket front bolt.
8. Insert a plastic plug from the inside of the floor
well to prevent dust and water entry.
Fig.
93—Removing Companion Flange
CHEVROLET CHASSIS SERVICE MANUAL
Page 333 of 659
ENGINE-ELECTRICAL 6Y-8
1
FIELD RELAY^I^p2
"LATCH"
^PFN?^
"P1
TERMINAL
JyJvJCTl^
NO. 2 TERMINAD^5^^^«
NO.
3 TERMINAL ^S5«£
NO.
4 TERMINAL ^^^
m
# / VOLTAGE
¥ REGULATOR
1
ACCESS PLUG TO
VOLTAGE ADJUSTMENT
No 4 TERMINAL
Double Contact
Fig.
2c—Voltage Regulator Assemblies
Transistor
regulator to handle the higher field current and enables it
to absorb the increased inductive voltages of the field
coil with satisfactory contact point life.
The double-contact regulator assembly (fig. 2c) con-
sists of a double contact voltage regulator unit and a field
relay unit. This unit uses two sets of contact points on
the voltage regulator unit to obtain desired field excita-
tion under variable conditions. Internal circuit wiring
diagrams of the double contact regulator are shown in
Figures 3c and 4c.
The transistor regulator (fig. 2c) is an assembly com-
posed principally of transistors, diodes, resistors, a
capacitor, and a thermistor to form a completely static
voltage regulating unit in combination with a conventional
vibrating type field relay.
The transistor is an electrical device which limits the
generator voltage to a preset value by controlling the
generator field current. The diodes, capacitor and re-
sistors act together to aid the transistors in controlling
the generator voltage. This is the only function that the
regulator performs in the charging circuit. The
thermistor provides a temperature-compensated voltage
setting. Wiring diagrams of the transistor regulator are
shown in Figures 3c and 4c.
The voltage at which the generator operates is deter-
mined by the regulator adjustment. The regulator voltage
setting can be adjusted externally by removing a pipe plug
in the cover (fig. 2c) and turning the adjusting arm inside
the regulator. This procedure is explained in the followr
ing section, and permits regulator adjustments without
removing the cover.
FUSIBLE
DOUBLE CONTACT
FUSIBLE LINK-^
JUNCTION HORN
BLOCK RELAY
RESISTOR
Q FIELD Q>
DELCOTRON TR-
TRANSISTOR
FUSIBLE LINK-
Fig.
3c-Circuity - Voltage Regulator Assemblies (Except Corvette)
CHEVROLET CHASSIS SERVICE MANUAL
Page 614 of 659
driven disk is sandwiched between the magnetic disk and
a field plate. The field plate forms a returning path for
the magnetic field from the magnetic disk.
The gear drive for the magnetic disk is a 90 degree
nylon gear drive with the driven gear rotating both the
magnetic disK and the speedometer drive cable.
Vacuum Switch, Air Bleed and Filter, and Low
Limit Speed Switch
The end of the shaft from the speed sensing assembly
with the rubber drum extends into the air bleed metering
assembly. This rubber drum has a tang extending from
its surface which allows a set of points to close at a
specific car speed. When the car reaches about 20 mph,
the rubber drum has rotated far enough (moved by the
brass driven disk in the magnetic field) so that its tang
has allowed a spring loaded electrical point to contact
another point. These points are in series with the sole-
noid coil so that under 20 mph, no Regulator operation
is possible.
Surrounding the rubber drum is a "U" shaped spring
clip which is held spread away from the drum by the
nose or cam of the solenoid when the solenoid is in the
relaxed position. The rubber drum and this clip com-
prise the speed clutch of the regulator. When the sole-
noid is energized, the solenoid nose moves toward the
drum and releases the ends of the clip. The clip springs
inward and attaches itself by friction to the drum. Now,
ACCESSORIES 15-5
any change in car speed will rotate the drum and move
the "U" clip just as a speedometer moves its needle.
The top of the MUtf clip is attached to the air bleed valve.
The clip moves a sleeve which slides on the orifice
tube thereby covering and uncovering air ports in the
wall of the tube (the tube inner end is plugged) whenever
car speed changes from the speed at which the solenoid
was energized. The direction of drum rotation is such
that resulting bleed valve operation will cause the Servo
to decrease engine power if the car exceeds the preset
speed and increase engine power if car speed decreases.
The air which passes out the orifice tube enters the
Regulator through the openings in the solenoid housing,
passes through the oil wetted polyurethane filter, and then
enters the orifice tube ports.
When the solenoid is de-energized, the nose retracts
and cams the ends of the "U" clip outward so that it re-
leases the rubber drum.
The solenoid also operates a vacuum switch simul-
taneously with the clutching and declutching of the "U"
clip.
The vacuum switch supplies the Servo unit with
manifold vacuum. The solenoid operated vacuum valve
slides over two ports in the Regulator wall. One port
is connected to manifold vacuum and the other is con-
nected to the center port of the Servo unit. When the
solenoid is de-energized, the valve closes the manifold
vacuum port and opens the Servo port to the inside of
the regulator case. When the solenoid is energized, the
valve connects the Servo port to the manifold vacuum
AAAGNET
SPEED CUP
FIELD PLATE
HAIRSPRING
TO SPEEDOMETER
MAGNET HOUSING
ASSEMBLY
ORIFICE TUBE &
CONNECTOR ASSEM.
CONTROL
VALVE
CLUTCH
SPRING
LOW LIMIT
SPEED SWITCH
RUBBER
DRUM
VACUUM PORT
TO SERVO
INPUT CONNECTION
SOLENOID COIL
SOLENOID AND CLUTCH
HOUSING ASSEMBLY
VACUUM PORT
TO ENGINE
VACUUM VALVE
UNLOCKING CAM
•SOLENOID PLUNGER
AIR FILTER
SIDE VIEW SECTION
REGULATOR DISENGAGED
END VIEW SECTION
ENGAGED
Fig.
8 - Regulator-Cross Section '
CHEVROLET CHASSIS SERVICE MANUAL
Page 621 of 659
ACCESSORIES 15-12
VACUUM
(WIT
P
VACUUM Llh
, AIR SUPPt
LINES
t
SUPERLIFT F
SHOCK ABSO
OPERATED AIR COMPRESSOR
H STORAGE TANK AND
RESSURE REGULATORJV
\A
4E FROM ENG«NE^"^
/ \-HEIGHT CONTROL
•^-Z n VALVE (WITH TIME
^*
DELAY MECHANISM)
EAR II
RBERS
Fig.
12 - Automatic Level Control Schematic
sure,
alternatley to opposite sides of the compressor
diaphragm.
As the compressor cycles, the reservoir air pressure
gradually increases causing a back pressure on the sec-
ond stage piston until it equals the push of pressure
against the diaphragm- At this point, a balanced condi-
tion is reached and the unit stops operating. After res-
ervoir pressure drops due to system air usage, the com-
pressor again begins to cycle and replenish the
reservoir.
Pressure balance will depend upon the prevailing mani-
fold vacuum and atmospheric pressure. Both are af-
fected by altitude above or below sea level. Balance
pressure will vary from approximately 150 to 275 psi.
NOTE: After completion of work on this sys-
tem or when servicing other parts of the car and
the system is deflated, inflate the reservoir to
140 psi or maximum pressure available through
the compressor service valve.
The PRESSURE REGULATOR VALVE is preset and
limits the reservoir outlet pressure to approximately 125
psi to avoid damage to the height control valve and Super-
lift shocks.
The HEIGHT CONTROL VALVE, which is mounted on
the frame, senses rear car height through a link attached
to the right rear upper control arm. When load is added
to the car, the overtravel lever is forced up causing an
internal lever to open the intake valve, when this valve
is open high pressure air is admitted to the Superlift
shocks. As the car raises to level, the intake valve shuts
off.
When load is removed from the car, the overtravel
lever is forced down causing the internal arm to open the
exhaust valve. As the car lowers to the level position,
the exhaust valve shuts off.
A four to eighteen second time delay mechanism, which
is built into the height control valve, prevents air trans-
fer due to normal ride movements. The overtravel
lever, which pivots around the control valve shaft, rides
off the flat side of the control valve shaft and does not
have time to. react to the rapid changes or normal ride
motions.
During changes due to loading, the time delay mecha-
nism will allow the overtravel shaft to open either the in-
take or exhaust' valve as required, since this is not a
rapid movement.
The SUPERLIFT shock absorber is essentially a con-
ventional hydraulic unit with a. pliable nylon reinforced
neoprene boot acting as an air chamber.
The unit will extend when inflated and retract when de-
flated by the control valve.
An eight to fifteen psi air pressure is maintained in the
Superlift at all times to minimize boot friction- This is
accomplished by a check valve in the exhaust fitting on
the control valve. Neither shock absorber function nor
conventional ride motions thru rear coil springs is im-
paired in the event of accidental air pressure loss. .
A combination of steel tubing and reinforced rubber
hose is used for air lines throughout the system.
-SUPERLIFT
PORT
STATION WAGON
& SEDAN
INTAKE
PORT
HAUST
PORT
Fig. 13 - Height Control Valve
AIR CHAMBER
BOOT
AIR DOME AIR PISTON
Fig. 14- Superlift Absorber
CHEVROLET CHASSIS SERVICE MANUAL