1967 CHEVROLET CAMARO transmission

LUBRICATION
0-19

.
3-SPEED
4-SPEED

7 OVER DRIVE

10 9 5 1 6 2 '
AUTOMATIC

3 12 11

LUBRICATE EVERY 6,000 MILES GL-Gear Lubricant*

WB-Wheel Bearing Lubricant

(Wh Bk
AT-Automdtic Transmission Fluid

^ WB-Wheel Bearing Lubricant (Type A)

-TV
LUBRICATE
EVERY 12,000 MILES (Whenever Brakes are serviced)

' CL—Chassis Lubricant

• LUBRICATE EVERY 36,000 MILES EO_Engine Oil
BF
-Brake Fluid

•Refill Positt

Special Lubricant Only.
Axl«
with

1.
Front Suspension

2.
Steering Linkage

3. Steering Gear
Fig.
34—Lubrication Diagram—Chevy I!

4. Air Cleaner

5. Crankcase Breather. Cap

6. Front Wheel Bearings
7. Transmission

8. Rear Axle

9.
Oil Filter
10.
Battery

11.
Parking Brake

12.
Brake Master Cylinder

CHEVROLET CHASSIS SERVICE MANUAL

LUBRICATION 0-20

3-SPEED

4—SPEED

AUTOMATIC

LUBRICATE EVERY 6000 MILES

LUBRICATE EVERY 12000 MILES

LUBRICATE EVERY 36000 MILES

*
Refill
positraction rear axle with

special lubricant only.
GL -GEAR LUBRICANT*

WB-WHEEL BEARING LUBRICANT

(WHENEVER BRAKES
ARE
SERVICED)

CL -CHASSIS LUBRICANT

CO-ENGINE
Oil;
AT -AUTOMATIC TRANSMISSION

FLUID (TYPE
A)

BF -BRAKE FLUID

Fig.
35—Lubricafion Diagram—Camaro

1.
Front Suspension

2.
Steering Linkage

3. Steering Gear
4.
Air Cleaner

5. Crankcase Breathe Cap

6. Front Wheel Bearings
7. Transmission

8. Rear Axle

9. Oil Filter
10.
Battery,

11.
Parking Brake

12.
Brake Master Cylinder

BODY LUBRICATION

See Body Service Manual
for
Body Lubrication,

cept Corvette)
(Ex-

CHEVROLET CHASSIS SERVICE MANUAL

LUBRICATION
0-21

6

3-SPEED

4-SPEED

AUTOMATIC

10

LUBRICATE EVERY 6,000 MILES GL -Multi-purpose
or
Universal Gear Lubrincant*

-(V LUBRICATE EVERY 12,000 MILES WB-Wheel Bearing Lubricant

V/^ (Whenever Brakes
are
serviced)
AT —Automatic Transmission Fluid (Type)

BF -Brake Fluid

a
LUBRICATE EVERY 36,000 MILES

* Refill Positraction Rear Axle with

Special Lubricant Only.
CL -Chassis Lubricant

EO—Engine
Oil

Fig.
36—Lubrication Diagram—Corvette

1.
Front Suspension

2.
Steering Linkage

3. Steering Gear
4.
Air
Cleaner

5. Front Wheel

Bearings
6. Transmission

7. Rear Axle

8.
Oil
Filter
9. Battery

10.
Parking Brake

11.
Brake Master Cylinder

BODY LUBRICATION POINTS (CORVETTE)

Lubricate the following items when possible.

Hood Latch Mechanism and Hinges --Apply light engine oil

to pivot points. Don't oil lock pins or catch plates.

i

Rear Compartment Lid Release and Hinges --Apply light

engine
oil.

Side Door Hinge Pins—Apply light engine oil.
Door Lock Rotor and Striker Plate—Apply light engine oil or

stainless stick lubricant.

Lock Cylinders—Lubricate with powdered graphite.

Window Regulators and Controls and Door Lock Remote

Link —Apply light engine
oil.

Gas Tank Filler Cap Hinge—Apply light engine oil.

Weatherstrips and Rubber Bumpers —Coat lightly with
a

rubber lubricant.

CHEVROLET CHASSIS SERVICE MANUAL

CORVETTE BODY 1B-32

1.
Panel - Underbody

2.
Panel - Wheel Housing

Closing - Right Hand

3. Shield - Right Hand Splash

4.
Nut

5. Panel - Underbody Closing
Fig.
68—Underbody Construction

6. Shield - Left Hand Splash

7. Nut

8. Reinforcement - Body

Mounting

9. Panel - Wheel Housing Closing

- Left Hand
10.
Plate - Seat Belt Mounting

11.
Bracket - Center Cover

Mounting

12.
Plate - Transmission Control

Boot Retaining

the broken or cracked portion. Side of "V" should

have a shallow pitch for maximum bonding surface.

A belt sander with a vacuum attachment will mini-

mize the dust problem, Figure 75.

4.
If rear of damage is accessible, use a button-type

repair. Clean back of area to permit the use of

laminate (resin-saturated glass-cloth) on both sides

of damaged area.

5. Cut fiberglass cloth to size. Make certain a minimum

of five layers is cut for the average repair.

6. Mix resin and hardener, 1 part hardener to 4 parts

resin. Add Thixatrope to the mix to give the mix

body and reduce the "runniness" of the material.

CAUTION: Cleanliness is most important. Be

certain all containers are dry and clean and

the resin and hardener cans are kept closed

when not in use. Do not use waxed cups for

mixing and do not allow resin to enter hardener

can or vice versa.

7. Saturate layers of fiberglass (fig. 76). Place lami-

nate over damage area. Smooth out wrinkles and

make sure general contour of area is maintained,

Figure 77.
8. Apply heat to repair area. Heat lamps are recom-

mended, used at least 12" away from repair. Allow

.15 to 20 minutes curing time. Trim repair to shape

at gel stage.

9. After the repair is cured, grind, file or sand to

contour. Files other than body files may be more

suitable. A belt sander with a vacuum cleaner at-

tachment will minimize the dust problem. Feather

edge and finish sand.

NOTE:
After Resin Repair, small pits or ir-

• regularities may appear in finished surface.

Imperfections should be repaired using the

Plastic Solder Repair Kit.

SPECIFIC REPAIRS

Scratched Panels, Spot Refinishing

In many instances, a scratched panel will involve only

a paint refinishing job. Figure 78 shows the top of a

fender panel which has been scratched through to the

plastic.

CHEVROLET CHASSIS SERVICE MANUAL

REAR SUSPENSION AND DRIVE LINE 4-29

REAR AXLE NOISE DIAGNOSIS

Mechanical failures of the rear axle are relatively

simple to locate and correct. Noise in a rear axle is a

little more difficult to diagnose and repair. One of the

most essential parts of rear axle service is proper

diagnosis.

Ail rear axles are noisy to a certain degree. The

action of transmitting the high engine torque through a

90° turn reducing propeller shaft speed produces noise

in rear axles. This point establishes the need for a line

between normal and abnormal or unacceptable axle

noises.

Slight axle noise heard only at a certain speed or under

remote conditions must be considered normal. Axle noise

tends to "peak" at varying speeds and the noise is in no

way indicative of trouble in the axle.

If noise is present in an objectionable form, loud or at

all speeds, an effort should be made to isolate the noise

as being in one particular unit of the vehicle. Axle noise

is often confused with other noises such as tire noise,

transmission noise, propeller shaft vibration and uni-

versal joint noise. Isolation of the noise as in any one

unit requires skill and experience. An attempt to elimini-

ate a slight noise may baffle even the best of diagnos-

ticians. Such practices as raising tire pressure to

eliminate tire noise, listening for the noise at varying

speeds and on drive, float and coast, and under proper

highway conditions, turning the steering wheel from left

to right to detect wheel bearing noise, will aid even the

beginner in detecting alleged axle noises. Axle noises

fall into two categories: gear noise and bearing noise.

GEAR NOISE

Abnormal gear noise can be recognized since it pro-

duces a cycling pitch and will be very pronounced in the

speed range at which it occurs, appearing under either

"drive," "float" or "coast" conditions. Gear noise

tends to peak in a narrow speed range or ranges, while

bearing noise will tend to remain constant in pitch. Ab-

normal gear noise is rare and usually originates from

the scoring of the ring gear and pinion teeth as a result

of insufficient or improper lubrication in new assemblies.

Side gears seldom give trouble as they are used only

when the rear wheels travel at different speeds.

BEARING NOISE

Defective bearings will always produce a whine that is

constant in pitch and varies with vehicle speed. This fact

will allow you to distinguish between bearing noise and

gear noise.

1.
Pinion bearing noise resulting from a bearing failure

can be identified by a constant rough sound. Pinion

bearings are rotating at a higher speed than differen-

tial side bearings or axle shaft bearings. This

particular noise can be picked up best by testing the

car on a smooth road (black top). However, care

should be taken not to confuse tire noise with bear-

ing or gear noise. If any doubt exists, tire treads

should be examined for irregularities that would

produce such noise.

2.
Wheel bearing noise may be confused with rear axle

noise. To differentiate between wheel bearings and

rear axle, drive the vehicle on a smooth road at

medium-low speed. With traffic permitting, turn
Fig.
74—Scored Hypoid Ring Gear

the vehicle sharply right and left. If noise is caused

by wheel bearings, it will increase in the turns be-

cause of the side loading. If noise cannot be isolated

to front or rear wheel bearings, inspection will be

necessary.

3.
Side bearings will produce a constant rough noise of

a slower nature than pinion bearings. Side bearing

noise will not fluctuate in the above wheel bearing

test.

Failure Analysis

The most common types of rear axle failures are

hypoid gear tooth scoring and fracture, differential gear

fracture. and/or differential bearing failure, and axle

shaft bearing failure.

Fig.
75-Cracked Hypoid Ring Gear

CHEVROLET CHASSIS SERVICE MANUAL

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

REAR SUSPENSION AND DRIVE LINE 4-36

Fig.
94—Installing Pinion Oil Seal

DIFFERENTIAL CARRIER

Removal

1.
Disconnect spring end link bolts as outlined in

Spring—Removal, in this section.

2.
Disconnect axle drive shafts at carrier by removing

"U"
bolts securing trunnion to side gear yoke.

3.
Disconnect carrier front support bracket at frame

crossmember.

4.
Disconnect propeller shaft at transmission and at

companion flange. Slide transmission yoke forward

into transmission. Drop propeller shaft down and
Fig.
95-Pinion Sea! Installed

out toward the rear.

5. Mark camber cam and bolt relative location on strut

rod bracket and loosen cam bolts.

6. Remove four bolts securing bracket to carrier lower

surface and drop bracket. Remove camber cam bolts

and swing strut rods up and out of the way.

7. Remove eight carrier-to-cover bolts. Loosen bolts

gradually to allow lubricant to drain out.

8. With mounting bolts removed, pull carrier partially

out of cover, drop nose to clear crossmember and

gradually work carrier down and out.

Installation

1.
Clean inside of carrier cover and liberally grease

gasket surface. Place new gasket on cover.

2.
Cut heads off two l/2"-13 x 1-1/4" bolts and slot

unthreaded end. Install these aligning studs into two

below-center carrier bolt holes, one on each side.

3.
Raise carrier into position aligning studs into

cover (fig. 96).

4.
Install carrier-to-cover bolts and tighten securely.

5. Connect propeller shaft to companion flange and

transmission yoke.

6. Install rubber cushion on bracket and position to

frame crossmember. Install hut and torque to

specifications.

7. Raise axle drive shafts into position and assemble

inboard trunnion to side gear yokes with "U" bolts.

8. Assemble strut rods to bracket and raise bracket

into position under carrier. Install four bolts and

torque to specifications. Move camber cams to

marked location and tighten cam nuts.

Fig.
96—Installing Carrier Assembly

CHEVROLET CHASSIS SERVICE MANUAL

REAR SUSPENSION AND DRIVE LINE 4-37

9. Connect spring end link bolts as outlined under

Spring--Installation, in this section.

10.
Remove filler plug, located on right side of cover,

and fill -with hypoid lubricant to level of filler hole.

11.
Lower vehicle and road test for leaks, noise and

general performance.

POSITRACTION DIFFERENTIAL UNIT

The optionally available Positraction differential unit

is installed in the conventional carrier to replace the

standard differential unit.

Service procedures for the Positraction equipped axle

are the same as on a conventional axle except for the.

operations listed below.

On the Vehicle Check

If vehicle is equipped with a manual transmission, shift

transmission into neutral.

1.
Raise rear of vehicle until wheels are off the ground,

remove one wheel and tire assembly.

2.
Attach Adapter J-5748 to axle shaft flange and install

a
1/2-13
bolt into adapter (fig. 97).

3.
With wheel and tire assembly still on vehicle held

firmly to prevent turning, measure torque required
Fig.
97—Measuring Positraction Rotating Torque

to rotate opposite axle shaft with a 0-150# torque

wrench attached to J-5748. Torque should be 70

ft.
lbs. minimum new, and no less than 40 ft. lbs. if

used.

PROPELLER SHAFT AND UNIVERSAL JOINTS

INDEX

Page
Page

General Description 4-37

Component Parts Replacement. 4-38

Propeller Shaft (Dana) 4-38

Removal 4-38

Repairs 4-38
Installation 4-39

Propeller Shaft (Saginaw) 4-40

Removal 4-40

Repairs 4-40

Installation 4-41

GENERAL DESCRIPTION

The one-piece, exposed-type, tubular propeller shaft is

used on all models. The cardon-type universal joints are

of the extended-life design and do not require periodic

maintenance. A splined front yoke on the front end of the

propeller shaft extends into a splined coupling on the

transmission output shaft. This slip joint permits slight

lengthening and shortening of the propeller shaft to com-

pensate for up and down movement of the rear axle
assembly.

A light duty (fig. 98) and a heavy duty (fig. 99) version

of the tubular propeller shaft is used. The heavy-duty

shaft incorporates a damper, as part of the sleeve yoke,

at the transmission end of the shaft. This damper is not

serviced separately—the sleeve and damper (fig. 100)

must be replaced as an assembly.

Two different methods are used to retain the trunnions

Fig.
98—Light-Duty Propeller Shaft Cross-Section (Dana Design)

CHEVROLET CHASSIS SERVICE MANUAL