1967 CHEVROLET CAMARO clutch

CLUTCH AND TRANSMISSIONS 7-47

Fig.
7T - Turbo Hydro-Matic Special lools

1;
J-8763

2.
J-3289-14

3. J-21427-1

4.
J-9539

5. J-8105

6. J-21885

7. J-21369

8. J-21362
Transmission Holding Fixture

Holding Fixture Base

Speedo Gear Remover

Slide Hammer Bolts (3/8" - 16 Threads)

Speedo Gear Remover Puller

Accumulator Piston Installer

Converter Pressure Check Fixture

Seal Protector - Forward & Direct Clutch - Inner
9. J-21363

10.
J-21409

11.
J-21664

12.
J-4670

13.
J-8059

14.
J-5586

15.
J-5403

16.
J-1313
Seal Protector - Intermediate Clutch - Inner

Seal Protector - Forward Clutch - Outer

Clutch Spring Compressor Adapter Ring

Clutch Spring Compressor

Snap Ring Pliers

Snap Ring Pliers

Snap Ring Pliers

Torque Wrench 0-140 Ft. Lbs.

CHEVROLET CHASSIS SERVICE MANUAL

CHASSIS SHEET METAL 11-15

FRONT FENDER TRIM

If fender spear molding is to be replaced without re-

moving fender from vehicle, proceed as follows:

1.
Perform Operations 2 and 5 only of Front Fender

Assembly—Removal.

2.
Pull rear* end of fender away from body far enough

to insert a short piece of 2 x 4 between lower rear

corner of fender and rocker panel extension.

3.
It should now be possible to gain access to first and

second retaining nuts forward of rear end of fender.

All other nuts can be reached from front wheel

opening.

SKIRT ASSEMBLY

Removal

1.
Remove hood and hinge assemblies as outlined in

this section.

2.
Remove grille and radiator support as outlined in

Section ia.

3.
Remove fender assembly as outlined in this section.

4.
Raise car from floor and place jack stands under

rocker panel extension.
5.
Remove suspension bumper support, shock absorber,

front spring and stabilizer link as outlined in Section

3.

6. If removing left skirt assembly, remove steering

gear mounting bolts, power steering hose clamp (if

so equipped) and outer (left) clutch cordon shaft

bracket (if so equipped).

7.
Remove tie rod ball stud from steering arm as out-

lined in Section 9.

8. Support engine and remove engine mount cushion as

outlined in Section 6.

9. Remove spring clip from brake line junction which

passes through skirt and remove junction from skirt

(see Section 5).

10.
Remove four bolts retaining front crossmember to

skirt.

11.
Remove four bolts retaining skirt assembly to dash

front brace. Remove 3 bolts retaining upper end of

skirt to dash (fig. 26); record shims removed.

12.
Remove skirt assembly with remaining suspension

parts attached as shown in Figure 27.

13.
Suspension parts may be detached as outlined in

Section 3.

Fig.
22 - Radiator Support Assembly

CHEVROLET CHASSIS SERVICE MANUAL

CHASSIS SHEET METAL 11-17

Fig.
28- Hood Spring Removal

Installation

Skirt installation is written for the installation of a

stripped skirt, with suspension and otiier parts added

after skirt is attached to vehicle. Proceed as follows:

1.
Position skirt assembly on vehicle with insulator,

shown in Figure 26, in place and original shims in-

stalled at top dash mount

2.
Install the three bolts at top mount and four bolts at

lower dash brace.

3.
Install front crossmember, replacing the four bolts

and nuts removed previously.

4.
Replace engine mount cushion; refer to Section 6.

5.
Install front suspension parts as outlined in Sec-

tion 3. Connect stabilizer link to stabilizer (if so
FINAL POSITION

Fig.
30 - Installing Hood Molding Clip

equipped) and connect tie rod end to steering arm as

outlined in Section 9.

6. Install radiator support and fender assembly as out-

lined in this section. Install grille (Section 13).

7.
If left skirt was removed, proceed as follows:

a. Install steering gear. Carefully follow outline

under Steering Gear - Installation in Section 9.

Do not fail to perform adjustments listed under

Mast Jacket Installation in that section.

b.
Install clutch cordon shaft (if so equipped).

c. Install power steering hose clamp (if so equipped).

8. Install brake lines and bleed brakes as outlined in

Section 5.

9. Install hood and adjust as outlined in this section.

10.
Perform following checks and adjustments:

a. Check and adjust front body section alignment

as outlined in Fisher Body Service Manual.

Fig.
29 - Installing Tool J-9559 in Nev/Spring
Fig.
31 - Removing Front End Assembly from Vehicle

CHEVROLET CHASSIS SERVICE MANUAL

ACCESSORIES 15-4

Fig. 5 - Servo Mounting

and the air bled into the chamber again equals the air

bled out. A balance occurs again with the diaphragm in

a new position. If the Regulator begins to supply more

bleed air, (vehicle speed increasing) the vacuum in the

chamber drops and the diaphragm moves away from the

vacuum port, withdrawing the tapered needle from the

orifice and enlarging it. Since the vacuum orifice is

now larger, the greater quantity of air being bled into

the chamber may be bled out by vacuum and a balance

again occurs with the diaphragm in a new position.

AIR

TO SERVO

VACUUM

TO SERVO
VACUUM

RELEASE

SWITCH

ELEaRIC

RELEASE

SWITCH

Fig.
6- Servo, Regulator and Hose
Fig. 7 - Release Switches and Brackets

REGULATOR

The Regulator is a device which has two primary

functions: First, it is a vacuum switch which, when en-

gaged by the driver, supplies engine manifold vacuum to

the Servo. Second, it meters a small variable quantity

of air to the Servo unit in order to change the carburetor

throttle opening to effect speed control. A secondary

function of the Regulator is to drive the speedometer.

Since the car speed is sensed by a speedometer-like

mechanism within the unit, the speedometer cable from

the transmission drives the Regulator which drives a

second cable (at a one to one ratio) to the speedometer.

The Regulator is electrically engaged and disengaged

through operation of the Engagement Switch and the

Electric Brake Release Switch. It has two sub-assem-

blies which make up the unit: one being the magnetic

speed sensing assembly and the other being the solenoid

actuated vacuum switch, air bleed and filter, and low

limit speed switch assembly (fig. 8 and 9).

Magnetic Speed Sensing Assembly

The speed sensing assembly operates in the same man-

ner as a speedometer unit except that instead of rotating

a needle through an angle proportional to the vehicle

speed, it rotates a rubber drum which is clutched to the

air bleed valve when the system is in operation. The

assembly is driven by the speedometer cable from the

transmission which turns a disk shaped ferrite magnet.

Facing the magnetic disk is the driven brass disk mounted

on a shaft with the rubber drum mounted on the same

shaft. A spiral hairspring connects the shaft to the

housing and allows it to rotate through an angle which is

proportional to car speed. If the car doubled its speed,

the shaft would rotate to twice its previous angle as may

be seen by noting the operation of a speedometer. The

CHEVROLET CHASSIS SERVICE MANUAL

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

ACCESSORIES
15-6

port thereby supplying vacuum to the Servo unit.

During system operation
the
following events occur:

1.
Car
speed below
20
mph—no function
of the
unit

because
the
rubber drum
has
not rotated
far
enough

to close
the
solenoid points.
No
energizing current

can flow through the solenoid coil.

2.
Car
speed above
20
mph—The tang
on the
rubber

drum
has
closed
the
solenoid points
and
current
is

flowing through
the 40 ohm
resistance wire
to the

solenoid coil. This current
is
not sufficient to "pull

in", the solenoid.

3.
Driver partially presses Engagement Switch—full

voltage flows through
the
solenoid
to
pull
it
into

operation. Solenoid
cam
tension
on the "U"
clip
is

released and the clip grips the rubber drum. Simul-

taneously the vacuum switch operates; applying man-

ifold vacuum
to the
Servo unit which tightens
the

throttle chain. When
the
driver releases pressure

from
the
accelerator pedal
the
unit will position the

throttle
to
maintain the speed
at
the time
of
solenoid
operation.

Driver releases
the
Engagement Switch—current

flows
to the
solenoid through
the 40
ohm wire and

since the solenoid is "pulled in", the reduced current

flow
is
sufficient to hold
it
in position.

The
car
begins
to
ascend
a
hill—car speed drops

slightly (very slightly) and the magnetic force on the

driven disk
of the
speed sensor
is
decreased.
The

disk rotates slightly
(as
would
a
speedometer shaft

because
of
hairspring tension) turning
the
rubber

drum. Since
the "U"
clip
is
gripping
the
drum,
it

moves
the
slide which COVERS
the air
bleed ports

more. With less air bleeding into the Servo, greater

vacuum exists
in it
and the diaphragm moves toward

the vacuum port opening
the
throttle wider.
The

tapered needle moves into the orifice further and the

diaphragm balances
in a
new position with the wider

throttle opening.
Car
speed
has
been maintained

automatically.

1.
Speedometer Cable

Adapter (From

Transmission)

2.
Gasket

3. Speedometer Cable

Adapter
(To

Speedometer)

4.
Adapter
and
Magnet

Housing

5. Rotating Magnet

6. Helical Ramp
7. Field Plate Adjusting

Pinion

8. Adjusting Pinion

Locating Spring

9. Brass Magnetically

Driven Disk

10.
Field Plate

11.
Hair Spring

12.
Hair Spring Keeper

13.
Rubber Drum

Tang
14.
Rubber Drum

1$.
"U"
Shaped Clutch

Spring

16.
Air
Bleed Sleeve

17.
Orifice Tube

18.
Orifice

19.
Orifice Tube Locknut

20.
Clutch
and
Solenoid

Housing

21.
Vacuum Supply Port

(To Servo)
22.
Vacuum Port (To

Intake Manifold)

23.
Vacuum Valve Slide

24.
Solenoid Coil

25.
Solenoid Plunger

Return Spring

26.
Solenoid Cover Gasket

27.
Air Filter

28.
Solenoid Cover

29.
Air Inlets

Fig.
9-
Regulator
-
Exploded

CHEVROLET CHASSIS SERVICE MANUAL

ACCESSORIES 15-7

6. The car begins to descend a hill--car speed in-

creases slightly and the regulator movements oc-

curing above occur again except in reverse. The

rubber drum is turned further against spring tension

and the air bleed orifices are uncovered more. This

bleeds more air to the Servo reducing the vacuum in

the unit. The diaphragm moves away from the

vacuum port, closes the throttle slightly, and with-

draws the tapered needle from the vacuum orifice.

With the orifice enlarged, the increased vacuum

counteracts the increased air bleed and the dia-

phragm finds a balance again at a reduced throttle

opening.

7.
Driver accelerates by pressing accelerator pedal-

car speed increases and the system responds by

moving the diaphragm to decrease throttle opening.

Since a bead chain is used, the chain merely relaxes

and has no effect on throttle operation. After the

driver releases pressure from the pedal, the throttle

will close until car speed decreases to the pre-set

speed. At that point the Regulator bleeds less air

to the Servo which opens the throttle enough to

maintain the pre-set speed. The system returns to a

stable condition.

8. Driver desires higher controlled speed, presses ac-

celerator until new speed is reached, and depresses

Engagement Switch fully and releases button--speed

sensing assembly tries to turn in a direction that

would decrease the throttle opening until the driver

fully depresses the Engagement Switch. Then the

current is cut off to the solenoid which retracts; the

solenoid nose expands the "U" clip releasing its

grip on the rubber drum. The drum and disk as-

sembly then rotates to a new position because of the

higher car speed. When the solenoid retracts, it also

shuts off vacuum to the Servo and opens the vacuum

port to atmospheric pressure within the Regulator

thereby bleeding down the Servo toward idle throttle

position. As the driver releases the Engagement

Switch, the contacts cause "pull in" and "hold in" of

the solenoid respectively. The system is engaged to
maintain the car speed at the time of Engagement

Switch release.

9. Driver desires lower cruising speed, presses En-

gagement Switch fully, waits until car speed de-

creases to desired speed then releases Switch--when

the Engagement switch is fully depressed the sole-

noid is de-energized causing the vacuum switch to

bleed down the Servo to idle throttle position and the

"U"
clip of the idle bleed valve is released from the

rubber drum. The drum and disk assembly is free

to rotate to a position which corresponds to vehicle

speed as the car slows. When the driver releases

the Engagement Switch, the unit "pulls in" and "holds

in" in the normal manner. The air bleed valve is

clutched to, the rubber drum at the car speed during

switch release. Vacuum is again applied to the

Servo and throttle control is assumed by the Regu-

lator to maintain the car speed at the time of switch

release.

10.
With system in operation, driver applies brakes--

simultaneously the Vacuum Release and Electric

Release Switches operate. The Vacuum Switch

bleeds air into the Servo through the air bleed line

coming from the Regulator. The vacuum is reduced

in the Servo and the throttle returns to idle position.

The Electric Release Switch cuts off power to the

entire system and the solenoid is de-energized. If

the driver removes his foot from the brake pedal the

Electric Switch again feeds voltage to the Engage-

ment Switch and the Vacuum Switch seals the air

bleed line. If the vehicle speed is above 20 mph

when this occurs, reduced voltage will flow to the

solenoid through the 40 ohm wire which will not be

sufficient to "pull in" the unit. If vehicle speed is

below 20 mph no current will flow since the tang

on the rubber drum has opened the low limit switch

points in the Regulator. In either case, after de-

pressing the brake pedal, the system will not con-

trol car speed until the driver operates the engage-

ment switch above 20 mph.

SERVICE OPERATIONS

The components of the Cruise Master system are de-

signed to be replaced should they become inoperative.

The Regulator is calibrated in such a manner during

manufacturing that overhaul operations are impractical.

However, one adjustment may be made to the Regulator to

correct speed drop or increase at the time of

engagement.

BRAKE RELEASE SWITCHES

ELECTRIC

Service — An inoperative switch must be replaced.

Switch replacement is identical to standard brake lamp

switch replacement.

Adjustment- The brake switch plunger must clear the

pedal arm when the arm is moved 1/4 inch measured at

the switch (Figure 7).

VACUUM

Service
—
An inoperative (sticking, plugged, or leaking)

switch must be replaced. Switch replacement is similar
to brake switch replacement. Be certain that the hose to

the switch is connected firmly and is not cracked or

deteriorated.

Adjustment- The brake switch plunger must clear the

pedal arm when the arm is moved 5/16 inch measured at

the switch (Figure 7).

ENGAGEMENT SWITCH

Service

replacement.
The engagement is serviced only by

Removal

1.
Pry the engagement button out of the turn signal knob

with a small thin bladed screwdriver (Figure 2).

2.
With a small hook or long nosed pliers, remove the

switch retaining ring.

3.
.Pull switch outward utilizing the slack in the wiring

harness.

4.
With a small soldering iron, unsolder the wires and

resolder them to the correct terminals of the re-

placement switch.

CHEVROLET CHASSIS SERVICE MANUAL

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