1967 CHEVROLET CAMARO gas type

ENGINE 6-15

2.
Install rocker arms, rocker arm balls and rocker

arm
nuts.
\
Tighten rocker arm nuts until all lash is

eliminated. .

3.
Adjust valves when lifter is on base circle of cam-

shaft lobe as follows:

a. Mark distributor housing, with chalk, at each cyl-

inder position (plug wire) then disconnect plug

wires at spark plugs and coil and remove distri-

butor cap and plug wire assembly (if not previ-

ously done).

b.
Crank engine until distributor rotor points to

number one cylinder position and breaker points

are open. Both valves on number one cylinder

may now be adjusted.

c. Back out adjusting nut until lash is felt at the push

rod then turn in adjusting nut until all lash is re-

moved. This can be determined by checking push

rod side play while turning adjusting nut (fig. 2L).

When play has been removed, turn adjusting nut

in one full additional turn (to center lifter

plunger).

d. Adjust the remaining valves, one cylinder at a

time,
in the same manner.

4.
Install distributor cap and spark plug wire assembly.

5.
Install rocker arm cover as outlined.

6. Adjust carburetor idle speed and mixture.

VALVE LIFTERS

Hydraulic valve lifters very seldom require attention.

The lifters are extremely simple in design readjustments

are not necessary, and servicing of the lifters requires

only that care and cleanliness be exercised in the han-

dling of parts.

Locating Noisy Lifters

Locate a noisy valve lifter by using a piece of garden

Fig.
2L - Valve Adjustment
hose approximately four feet in length. Place one end of

the hose near the end of each intake and exhaust valve

with the other end of the hose to the ear. In this manner,

the sound is localized making it easy to determine which

lifter is at fault.

Another method is to place a finger on the face of the

valve spring retainer. If the lifter is not functioning

properly, a distinct shock will be felt when the valve

returns to its seat.

The general types of valve lifter noise are as follows:

1.
Hard Rapping Noise--Usually caused by the plunger

becoming tight in the bore of the lifter body to such

an extent that the return spring can no longer push

the plunger back up to working position. Probable

causes are:

a. Excessive varnish or carbon deposit causing

abnormal stickiness.

b.
Galling or "pickup" between plunger and bore of

lifter body, usually caused by an abrasive piece

of dirt or metal wedging between plunger and

lifter body.

2.
Moderate Rapping Noise--Probable causes are:

a. Excessively high leakdown rate.

b.
Leaky check valve seat.

c. Improper adjustment.

3.
General Noise Throughout the Valve Train—This

will, in almost all cases, be a definite indication of

insufficient oil supply, or improper adjustment.

4.
Intermittent Clicking—Probable causes are:

a. A microscopic piece of dirt momentarily caught

between ball seat and check valve ball.

b.
In rare cases, the ball itself may be
out-of-

round or have a flat spot.

c. Improper adjustment.

In most cases where noise exists in one or more lifters

all lifter units should be removed, disasssmbled, cleaned

in a solvent, reassembled, and reinstalled in the engine.

If dirt, varnish, carbon, etc. is shown to exist in one unit,

it more than likely exists in all the units, thus it would

only be, a matter of time before all lifters caused trouble.

Removal

1.
Remove valve mechanism as outlined.

2.
Mark distributor housing, with chlak, at each cylin-

der position (plug wire) then disconnect plug wires at

spark plugs and coil and remove distributor cap and

plug wire assembly.

3.
Crank engine until distributor rotor points to number

one position, then disconnect distributor primary lead

at coil and remove distributor.

4.
Remove push rod covers (discard gaskets).

5.
Remove valve lifters.

NOTE: Place valve lifters in a rack so they

may be reinstalled in the same location.

Installation

1.
Install valve lifters.

NOTE:
Whenever new valve lifters are being

installed, coat foot of valve lifters with Molykote

or its equivalent.

2.
Install push rod covers, using new gaskets, and

torque bolts to specifications.

3.
Install distributor, positioning rotor to number one

cylinder position, then connect primary lead at coil.

4.
Install and adjust valve mechanism as outlined.

CHEVROLET CHASSIS SERVICE MANUAL

SECTION 6K

ENGINE COOLING

INDEX

Page

General Description . . . 6K-1

Maintenance and Adjustments 6K-1

Coolant Level 6K-1

Coolant System Checks 6K-1

Periodic Maintenance 6K-2

Cleaning 6K-2

Reverse Flushing 6K-2

Radiator 6K-2
Page

Cylinder Block and Cylinder Head 6K-2

Hot Water Heater 6K-2

Fan Belt . 6K-2

Adjustment ....". 6K-2

Thermostat . 6K-2

Replacement 6K-2

Water Pump. . . . 6K-3

Removal 6K-3

Installation 6K-3

GENERAL DESCRIPTION

A pressure cooling system is provided for on all

models by a pressure type radiator cap (fig. 1). The

pressure type radiator cap used is designed to hold a

pressure above atmospheric pressure in the cooling

system. Excessive pressure is relieved by a valve within

the cap that opens to radiator overflow.

The water pump is a ball bearing, centrifugal vane

impeller type. It requires no care other than to make

certain the air vent at the top of the housing and the drain

holes in the bottom do not become plugged with dirt or

grease. Removal and installation of the water pump is

covered in this section. For overhaul procedures of the

water pump refer to Section 6K of the Passenger Chassis

Overhaul Manual.
For radiator, refer to Section 13 of this manual For

radiator shroud, refer to Section 11 of this manual.

Fig.
I—Pressure Radiator Cap

MAINTENANCE AND ADJUSTMENTS

Coolant Level

The radiator coolant level should only be checked when

the engine is cool, particularly on cars equipped with air

conditioning. If the radiator cap is removed from a hot

cooling system, serious personal injury may result

The cooling system fluid level should be maintained

one inch below the bottom of the filler neck of the radia-

tor when cooling system is cold, or at the bottom of the

filler neck when the system is warm. It is very impor-

tant that the correct fluid level be maintained. The seal-

ing ability of the radiator cap is affected when the cooling

level is too high.

All passenger car cooling systems are pressurized

with a pressure cap which permits safe engine operation

at cooling temperatures of
up
to 247°F.

When the radiator cap is removed or loosened, the

system pressure drops to atmospheric, and the heat

which had caused water temperature to be higher than

212°F, will be dissipated by conversion of water to

steam. Inasmuch as the steam may form in the engine

water passages, it will blow coolant out of the radiator

upper hose and top tank, necessitating coolant replace-

ment Engine operating temperatures higher than the

normal boiling point of water are in no way objectionable

so long as the coolant level is satisfactory when the

engine is cooL

Upon repeated coolant loss, the pressure radiator cap

and seat should be checked for sealing ability. Also, the
cooling system should be checked for loose hose con-

nections, defective hoses, gasket leaks, etc.

Coolant System Checks

1.
Test for restriction in the radiator, by warming the

engine up and then turning the engine off and feeling

the radiator. The radiator should be hot at the top

and warm at the bottom, with an even temperature

rise from bottom to top. Cold spots in the radiator

indicate clogged sections.

2.
Water pump operation may be checked by running the

engine while squeezing the upper radiator hose. A

pressure surge should be felt Check for a plugged

vent-hole in pump.

NOTE:
A defective head gasket may allow ex-

haust gases to leak into the cooling system.

This is particularly damaging to the cooling

system as the gases combine with the water to

form acids which are particularly harmful to

the radiator and engine.

3.
To check for exhaust leaks into the cooling system,

drain the system until the water level stands just

above the top of the cylinder head, then disconnect

the upper radiator hose and remove the thermostat

and fan belt. Start the engine and quickly accelerate

several times. At the same time note any appreci-

able water rise or the appearance of bubbles which

CHEVROLET CHASSIS SERVICE MANUAL

ENGINE COOLING 6K-2

are indicative of exhaust gases leaking into the coolr

ing system.

Periodic Maintenance

Periodic service must be performed to the engine cool-

ing system to keep it in efficient operating condition.

These services should include a complete cleaning and

reverse flushing as well as a reconditioning service.

In the course of engine operation, rust and scale ac-

cumulate in the radiator and engine water jacket. The

accumulation of these deposits can be kept to a minimum

by the use of a good rust inhibitor but it should be

remembered that an inhibitor will not remove rust al-

ready present in the cooling system.

Two common causes of corrosion are: (1) air suction--

Air may be drawn into the system due to low liquid level

in the radiator, leaky water pump or loose hose con-

nections; (2) exhaust gas leakage—Exhaust gas may be

blown into the cooling system past the cylinder head

gasket or through cracks in the cylinder head and block.

Cleaning

A good cleaning solution should be used to loosen the

rust and scale before reverse flushing the cooling

system. There are a number of cleaning solutions avail-

able and the manufacturer's instructions with the particu-

lar cleaner being used should always be followed.

An excellent preparation to use for this purpose is GM

Cooling System Cleaner. The following directions for

cleaning the system applies only when this type cleaner

is-used.

1.
Drain the cooling system including the cylinder block

and then close both drain plugs.

2.
Remove thermostat and replace thermostat housing.

3.
Add the liquid portion (No. 1) of the cooling system

cleaner.

4.
Fill the cooling system with water to a level of about

3 inches below the top of the overflow pipe.

5. Cover the radiator and run the engine at moderate

speed until engine coolant temperature reaches 180

degrees.

6. Remove cover from radiator and continue to run the

engine for 20 minutes. Avoid boiling.

7. While the engine is still running, add the powder

portion (No. 2) of the cooling system cleaner and

continue to run the engine for 10 minutes.

8. At the end of this time, stop the engine, wait a few

minutes and then open the drain cocks or remove

pipe plugs. Also remove lower hose connection.

CAUTION: Be careful not to scald your hands.

NOTE:
Dirt and bugs may be cleaned out of

the radiator air passages by blowing out with air

pressure from the back of the core.

Reverse Flushing

Reverse flushing should always be accomplished after

the system is thoroughly cleaned as outlined above.

Flushing is. accomplished through the system in a direc-

tion opposite to the normal flow. This action causes the

water to get behind the corrosion deposits and force

them out.

Radiator

1.
Remove the upper and lower radiator hoses and re-

place the radiator cap,

2.
Attach a lead-away hose at the top of the radiator.
3.
Attach a new piece of hose to the radiator outlet

connection and insert the flushing gun in this hose.

4.
Connect the water hose of the flushing gun to a water

outlet and the air hose to an air line.

5. Turn on the water and when the radiator is full, turn

on the air in short blasts, allowing the radiator to

fill between blasts of air.

CAUTION: Apply air gradually as a clogged

radiator will stand only a limited pressure.

6. Continue this flushing until the water from the lead-

away hose runs clear.

Cylinder Block and Cylinder Head

1.
With the thermostat removed, attach a lead-away

hose to the water pump inlet and a length of new hose

to the water outlet connection at the top of the engine.

NOTE:
Disconnect the heater hose when re-

verse flushing engine.

2.
Insert the flushing gun in the new hose.

3.
Turn on the water and when the engine water jacket

is full, turn on the air in short blasts.

4.
Continue this flushing until the water from the lead-

away hose runs clear.

Hot Water Heater

1.
Remove water outlet hose from heater core pipe.

2.
Remove inlet hose from engine connection.

3.
Insert flushing gun and flush heater core. Care must

be taken when applying air pressure to prevent

damage to the core.

Fan Belt

Adjustment

1.
Loosen bolts at Delcotron slotted bracket.

2.
Pull Delcotron away from engine until desired ten-

sion reading is obtained with a strand tension gauge.

Refer to Section 6, "Engine Tune-Up".

3.
Tighten all Delcotron bolts securely.

Thermostat

The thermostat consists of a restriction valve actuated

by a thermostatic element. This is mounted in the hous-

ing at the cylinder head water outlet above the water

pump,
thermostats are designed to open and close at

predetermined temperatures and if not operating properly

should be removed and tested as follows.

Replacement

1.
Remove radiator to water outlet hose.

2.
Remove thermostat housing bolts and remove water

outlet and gasket from thermostat housing (fig. 2).

3.
Inspect thermostat valve to make sure it is in good

condition.

4.
Place thermostat in hot water 25° above the temper-

ature stamped on the thermostat valve.

5. Submerge the valve completely and agitate the water

thoroughly. Under this condition the valve should

open fully.

6. Remove the thermostat and place in water 10° below

temperature indicated on the valve.

7. With valve completely submerged and water agitated

thoroughly, the valve should close completely.

8. If thermostat checks satisfactorily, re-install, using

a new housing gasket.

9. Refill cooling system.

CHEVROLET CHASSIS SERVICE MANUAL

ENGINE FUEL
6M-10

the
two
"FILL71 lines
(fig.
6A). Refill whenever
the
level

falls below the lower
<'FILL"
line.

Storing Tool

When
the
tool
is
not used, fully depress
the
inner tube.

This seals
off
the
oil
reservoir from the vent hole
to pre-

vent
oil
loss
if
the tool
is
tipped.

Fig. 6A-Filling Tool with
Oil

FUEL PUMP

INDEX

Page

General Description
. . . . 6M-10

Service Procedures .6M-10

Inspection .6M-10
Page

Test
. . ; 6M-10

Removal
6M-11

Installation
6M-11

GENERAL DESCRIPTION

The fuel pump
(fig. IP)
used
on all
Chevrolet vehicles

covered
in
this manual
are of the
diaphragm type.
The

pumps
are
actuated
by an
eccentric located on
the
engine

camshaft.
On
in-line engines,
the
eccentric actuates
the

rocker arm*
On V-8
engines,
a
push
rod
(located be-

tween
the
camshaft eccentric and fuel pump) actuates
the

pump rocker
arm.
Because
of
design, this pump
is

serviced
as an
assembly only.

Fig.
IP—Fuel Pump (Non-Serviceable)

SERVICE PROCEDURES

Inspection

The fuel pump should
be
checked
to
make sure
the

mounting bolts
and
inlet and outlet connections
are
tight.

Test

Always test pump while
it is
mounted on the engine
and
be sure there
is
gasoline
in
the tank.

The line from
the
tank
to the
pump
is the
suction side

of
the
system and the line from the pump
to the
carbure-

tor
is the
pressure side
of the
system.
A
leak on
the

pressure side, therefore, would
be
made apparent
by

CHEVROLET CHASSIS SERVICE MANUAL

AIR INJECTOR REACTOR SYSTEM
6T-3

MIXTURE

CONTROL

VALVE

SIGNAL

PUMP PRESSURE

(MIXTURE VALVE INLET)

PUMP PRESSURE

(AIR MANIFOLD INLET)

IN LINE
AIR INJECTION

PUMP INLET

MIXTURE

CONTROL

VALVE

SIGNAL

MIXTURE

CONTROL

VALVE

OUTLET

MIXTURE

CONTROL

VALVE

INLET
AIR INJECTION

PUMP INLET

V8 (TYPICAL)
PUMP PRESSURE

(AIR MANIFOLD INLET)

MIXTURE CONTROL

VALVE INLET

MIXTURE CONTROL

VALVE SIGNAL

AIR INJECTION

PUMP INLET

PUMP PRESSURE^

(AIR MANIFOLD

J

MIXTURE CONTROL

VALVE OUTLET
V8 (396-427)

Fig.
4—Air Manifold Hose and Tube Routing (Typical)
a straight pipe thread.
Do
not use
a 1/4"
tapered

pipe
tap. The
hoses
of
the
Air
Injection Reactor

System
are a
special material
to
withstand high

temperature.
No
other type hose should
be

substituted.

• Install
new
hose(s) and/or tube(s), routing them
as

when removed.

• Tighten
all
connections.

NOTE:
Use
anti seize compound
on
threads
of

the
air
manifold
to
exhaust manifold
or
cylinder

head connections.

NOTE:
On
Chevy
n
vehicles equipped with
a

V8 engine,
the air
injection tubes
are
part
of the

air manifold
and
care must
be
used
in
removing

them from
the
exhaust manifold.
It may be

necessary
to
remove
the
exhaust manifold
and

use penetrating
oil on the
injection tubes before

the
air
manifold can
be
removed.

Check Valve

Inspection

•
The
check valve should
be
inspected whenever
the

hose
is
disconnected from
the
check valve
or
when-

ever check valve failure
is
suspected. (A pump that

,
had
become inoperative and had shown indications
of

having exhaust gases
in the
pump would indicate

check valve failure)..

• Orally blow through
the
check valve (toward
air

manifold) then attempt
to
suck back through check

valve. Flow should only
be in one
direction (toward

the
air
manifold).

Replacement

• Disconnect pump outlet hose
at
check valve. Remove

check valve from
air
manifold, being careful not
to

bend
or
twist
air
manifold.

Mixture Control Valve

Inspection

• Check condition
and
routing
of all
lines especially

the signal line.
A
defective signal
or
outlet line will

cause malfunctioning
of the
mixture control valve.

• Disconnect pump
to
valve inlet hose
at
pump.

• Leaking valve will
be
indicated
by an air
gushing

noise coming from
the
hose. Place palm
of
hand over

hose; little
or no
pull with
a
gradual increase
is

normal.
If
immediate strong pull
is
felt
or air
noise

is heard, valve
is
defective
and
should
be
replaced.

• Open
and
close throttle rapidly.
Air
noise should
be

evident
and
then gradually decrease. Check
for

proper valve usage.
If
strong pull
is not
felt
im-.

mediately
or air
noise
is not
present, valve
is not

functioning properly and should be replaced.

•
A
noisy valve should be replaced.

Replacement

• Disconnect
the
signal line,
air
inlet
and air
outlet

hoses then remove
the
valve.

• Install
new
valve
and
connect
air
outlet,
air
inlet

and signal line hoses.

CAUTION: Mixture control valves, though

similar
in
appearance
are
designed
to
meet

particular requirements
of
various engines,

therefore,
be
sure
to
install
the
correct valve.

CHEVROLET CHASSIS SERVICE MANUAL

ENGINE-ELECTRICAL
6Y-4

CLEANING

The external condition of the Battery should be checked

periodically for damage or for the presence of dirt and

corrosion. The top of the Battery should be kept clean.

An accumulation of acid film and dirt may permit current

to flow between the terminals, which will slowly dis-

charge the Battery. For best results when cleaning the

top of Batteries, wash first with a diluted ammonia or a

soda solution to neutralize any acid present; then flush

with clean water. Care must be taken to keep vent plugs

tight, so that the neutralizing solution does not enter the

cells.

CABLES

To insure good electrical contact, the cables should be

clean and tight on the Energizer posts. If the posts or

cable terminals are corroded, the cables should be dis-

connected and the terminals and clamps cleaned sepa-

rately with a soda solution and a wire brush. After

cleaning and installing clamps, apply a thin coating of

petroleum jelly on the cable clamps to retard corrosion.

CARRIER
AND
HOLD-DOWN

The Battery carrier and hold-down should be clean and

free from corrosion before installing the Battery. The

carrier should be in a sound mechanical condition so that

it will support the Battery securely and keep it level.

To prevent the Battery from shaking in its carrier,

the hold-down bolts should be tight (60-80 in. lbs.). How-

ever, the bolts should not be tightened to the point where

the Battery case or cover will be placed under a severe

strain.

BATTERY SAFETY PRECAUTIONS

When Batteries are being charged, an explosive gas

mixture forms in each cell. Part of this gas escapes

through the holes in the vent plugs and may form an

explosive atmosphere around the Battery itself if ventila-

tion is poor. This explosive gas may remain in or around

the Battery for several hours after it has been charged.

Sparks or flames can ignite this gas causing an internal

explosion which may shatter the Battery.

The following precautions should be observed to pre-

vent an explosion:

1.
Do not smoke near Batteries being charged or which

have been very recently charged.

2.
Do not break live circuits at the terminals- of Batr

teries because a spark usually occurs at the point

where a live circuit is broken. Care must always be

taken when connecting or disconnecting booster leads

or cable clamps on fast chargers. Poor connections

are a common cause of electrical arcs which cause

BATTERY CHARGING PROCEDURES

There are three methods of recharging Batteries.

They differ basically in the length of time the Battery is

charged and the rate at which charging current is sup-

plied. One is the Slow Charge method, the second is the

Fast Charge method, and the third is the Emergency

Boost Charge method.

Before recharging a Battery by any method, the elec-

trolyte level must be checked and adjusted if necessary.
SLOW CHARGING

The Slow Charge method supplies the Battery with a

relatively low current flow for a relatively long period of

time. This is the only method that will bring the Battery

to a full state of charge.

The Slow Charge method consists of charging at

approximately a 4 ampere rate for 24 hours or more if

necessary to bring the Battery to full charge. A fully

charged condition is reached when the cells are gassing

freely and three corrected specific gravity readings

taken at hourly intervals show no increase.

FAST CHARGING

The Fast Charge method supplies current to the Bat-

tery at a 40 to 50 ampere rate for a 1 1/2 hour period of

time. If the electrolyte temperature reaches 125°F before

the 1 1/2 hour period is completed, the Battery must be

taken off charge temporarily, or the charging rate

reduced to avoid damage to the Battery.

Although a Battery cannot be brought to a fully charged

condition during Fast Charge, it can be substantially

recharged or "boosted". In order to bring the Battery to

a fully charged condition, the charging cycle must be

finished by the Slow Charge method.

EMERGENCY BOOST CHARGING

In cases where the Battery is not sufficiently charged

to crank the engine, an emergency boost charge may be

applied as a temporary expedient in order to crank the

engine. The Emergency Boost Charge method consists of

charging at a 40 to 50 ampere rate for a period of one-

half hour.

It should be particularly noted that the Emergency

Boost Charge will not necessarily restore the Battery to

a useful state of. charge for continued service. After an

emergency boost charge, failure to charge the Battery

further, either by a long uninterrupted driving period or

by the Fast Charge or Slow Charge method, may result

in failure to crank the engine the next time cranking is

attempted. A Battery should never be condemned on the

basis of failure to crank the engine after an emergency

boost charge. Although an emergency boost charge may

put enough energy into the Battery to crank the engine

once, further charging usually is necessary in order to

create a sufficient reserve to crank a second and third

time.

12
VOLT BATTERY SUGGESTED

CHARGING RATES

(100 Amp/hr or Less Capacity)

TYPE OF

CHARGE

Boost Charge for

Light Load Test

Slow Charge

Fast Charge

Quick Boost .

Dry Charge

Warm-up Boost
LENGTH

OF TIME

20 Minutes

24 Hours

1-1/2 Hours

30 Minutes

10 Minutes
CHARGING

RATE

50 Amps

4 Amps

40-50 Amps

40-50 Amps

15 Amps

CHEVROLET CHASSIS SERVICE MANUAL

ENGINE-ELECTRICAL 6Y-27

timing mark on pulley lines up with timing tab.

2.
Position distributor to opening in block in normal

installed attitude (fig. 15i), noting position of vacuum

control unit.

3.
Position rotor to point toward front of engine (with

distributor housing held in installed attitude), then

turn rotor counter-clockwise approximately 1/8 turn

more toward left cylinder bank and push distributor

down to engine camshaft. It may be necessary to ro-

tate rotor slightly until camshaft engagement is felt.

4.
While pressing firmly down on distributor housing,

kick starter over a few times to make sure oil pump

shaft is engaged. Install hold-down clamp and bolt

and snug up bolt.

5. Turn distributor body slightly until points just open

and tighten distributor clamp bolt.

6. Place distributor cap in position and check to see

that rotor lines up with terminal for No. 1 spark

plug.

7. Install cap, check all high tension wire connections

and connect spark plug wires if they have been re-

moved. It is important that the wires be installed in

their location in the supports.

NOTE:
The brackets are numbered to show the

correct installation. Wires must be installed as

indicated to prevent cross firing.

8. Connect vacuum line to distributor and distributor

primary wire to coil terminal.

9. Start engine and set timing as described under Turn-

Up in Section 6.

BREAKERLESS (MAGNETIC PULSE)

DISTRIBUTOR

REMOVAL (CORVETTE)

1.
If vehicle is equipped with radio, remove three bolts

securing ignition shield over distributor and coil.

One bolt is accessible from the top of shield, the

other two are at rear of shield, facing firewall.

2.
Disconnect tachometer drive cables from distributor

housing.

3.
Disconnect pickup coil leads at connector.

4.
Remove distributor cap.

5. Crank engine so rotor is in position to fire No. 1

cylinder and timing mark on harmonic balancer is

indexed with pointer.

6. Remove vacuum line from distributor.

7. Remove distributor clamping screw and hold-down

clamp.

8. Remove distributor and distributor-to-block gasket.

It will be noted that the rotor will rotate as the

distributor is pulled out of the block. Mark the re-

lationship of the rotor and the distributor housing

after removal so that the rotor can be set in the

same position when the distributor is being installed.

DISASSEMBLY (Fig. 16i)

NOTE:
If a distributor is being disassembled

for replacement of the stationary magnetic

pickup assembly only, it will be necessary to

perform only Steps 3, 4, 5, 7, 8, 9, and 12 of the

service procedure listed below.
1.
Remove screws securing rotor and remove rotor.

2.
Remove centrifugal weight springs and weights.

3.
Remove the tachometer drive gear from the distribu-

tor (Corvette only).

4.
Remove roll pin, then remove distributor drive gear

and washer.

CAUTION: To prevent

magnet, support drive gear
;e to the permanent

?n
driving out roll

pin.

5. Remove drive shaft assembly.

6. Remove centrifugal weight support and timer core

from drive shaft.

7. Remove connector from pickup coil leads.

8. Remove retaining ring which secures magnetic

core support plate to distributor shaft bushing in

housing.

9. As a unit, remove the entire magnetic pickup assem-

bly from the distributor housing.

10.
Remove brass washer and felt pad.

11.
Remove vacuum advance unit.

12.
To reassemble distributor, perform the above steps

in reverse order.

INSTALLATION (CORVETTE)

1.
Check to see that the engine is at firing position for

No.
1 cylinder (timing mark on harmonic balancer

indexed with pointer).

2.
Position a new distributor-to-block gasket on the

block.

3.
Before installing distributor, index rotor with hous-

ing as noted when distributor was removed. Install

distributor in block so that vacuum diaphragm faces

approximately 45° forward on the right side of the

engine and the rotor points toward contact in cap for

No.
1 cylinder.

4.
Replace distributor clamp leaving screw loose

enough to allow distributor to be turned for timing

adjustment.

5. Install spark plug wires in distributor cap. Place

wire for No. 1 cylinder in tower (marked on old cap

during disassembly) then install remaining wires

clockwise around the cap according to the firing

order (1-8-4-3-6-5-7-2).

6. Attach distributor to coil primary wires.

7. Replace distributor cap.

8. Adjust timing and then fully tighten distributor clamp

screw.

9. Attach vacuum line to distributor.

10.
Connect tachometer drive cables to distributor body.

11.
Replace ignition shields.

DISTRIBUTOR OFF-ENGINE TEST

The distributor's centrifugal and vacuum advance can

be checked in a distributor testing machine or synchro-

scope specially adapted or designed to accommodate this

type distributor. However, since this involves removing

the distributor from the engine, this test may be post-

poned until other system checks have been made. A dwell

reading cannot be obtained on this distributor and it is not

likely that the centrifugal or vacuum advance will be a

cause of trouble.

COIL REPLACEMENT

1.
Disconnect ignition switch and distributor leads from

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