1967 CHEVROLET CAMARO lock

CLUTCH AND TRANSMISSIONS 7-24

is at the full mark on the dip stick, it is just slightly be-

low the planetary gear unit. If additional oil is added,

bringing the oil level above the full mark, the planetary

unit will run in the oil, foaming and aerating the oil. This

aerated oil carried through the various oil pressure pas-

sages (low servo, reverse servo, clutch apply, converter,

etc.) may cause malfunction of the transmission assem-

bly, resulting in cavitation noise in the converter and

improper band or clutch application. Overheating may

also occur.

If the transmission is found consistently low on oil, a

thorough inspection should be made to find and correct

all external oil leaks.

PERIODIC OIL CHANGE

The transmission oil should be changed periodically as

recommended in Section 0, and whenever transmission is

to be removed from the vehicle for repairs.

1.
Run engine for one minute in neutral prior to chang-

ing.

2.
Be sure vehicle is level or raise from the rear only.

3.
Remove the oil pan drain plug and allow oil to drain

thoroughly into a pan or can.

Replace drain plug and refill with approximately two

quarts of oil specified in Section 0.

NOTE: To refill the transmission, remove dip

stick from oil filler tube and refill transmission

with oil specified in Section 0 using filler tube

and funnel J-4264. Then, after shifting into all

ranges at idle speed to fill all oil passages, the

engine should be run at 800-1000 rpm with the

transmission in Neutral until the oil warms up,

then add oil as required to raise the fluid level

to the full mark on the dip stick. Refill capacity

is approximately 2 qts.
4.

Fig.
1PG - Adjusting Low Band Using J-21848
PERIODIC LOW BAND ADJUSTMENT (Fig. 1PG)

Low band adjustment should be periodically performed

at 12,000 mile intervals, or sooner, as necessary if op-

erating performance indicates low band slippage.

1.
Raise vehicle and place selector lever in neutral.

2.
Remove protective cap from transmission adjusting

screw.

3.
a. On Corvette Models: Drop left exhaust pipe for

clearance.

b.
On Chevelle Models: To gain clearance between

underbody and transmission, it may be necessary

to remove rear mount bolts from crossmember,

and move transmission slightly toward passenger

side of vehicle. .

4.
Loosen adjusting screw lock nut 1/4 turn and hold in

this position with wrench.

5.
Using Special Tool J-21848 adjust band to 70 in. lbs.

and back off four (4) complete turns for a band which

has been in operation for 6,000 miles or more,.or

three (3) turns for one in use less than 6,000 miles.

CAUTION: Be sure to hold the adjusting screw

lock nut at 1/4 turn loose with a wrench during"

the.adjusting procedure.

6. Tighten the adjusting screw lock nut to specified

torque.

CAUTION: The amount of back-off is not an

approximate figure, it must be exact.

MANUAL SHIFT LINKAGE CHECK & ADJUST

(Column Type)

1.
The shift tube and lever assembly must be free in the

mast jacket. See Section 9 for alignment of steering

column assembly if necessary.

2.
To check for proper shift linkage adjustment, lift

the transmission selector lever towards the steering

wheel. Allow the selector lever to be positioned in

drive (D) by the transmission detent.

NOTE: Do not use the indicator pointer as a

reference to position the selected lever. When

performing linkage adjustment, pointer is ad-

justed last.

3.
Release the selector lever. The lever should be in-

hibited from engaging low range unless the lever is

lifted.

4.
Lift the selector lever towards the steering wheel,

and allow the lever to be positioned in neutral (N) by

the transmission detent.

5.
Release the selector lever. The lever should now

be inhibited from engaging reverse range unless the

lever is lifted.

6. A properly adjusted linkage will prevent the selector

lever from moving beyond both the neutral detent, and

the drive detent unless the lever is lifted to pass

over the mechanical stop in the steering column.

7.
In the event that an adjustment is required, place

the selector lever in drive (D) position as determined

by the transmission detent. See Steps 2 and 3.

8. Loosen the adjustment swivel at the cross-shaft,

and rotate the transmission lever so that it contacts

the drive stop in the steering column.

9. Tighten the swivel and recheck the adjustment. See

2 and 6.

CHEVROLET CHASSIS SERVICE MANUAL

CLUTCH AND TRANSMISSIONS 7-25

Fig.
2PG - Chevrolet Shift Linkage Adjustments

10.

11.
Readjust indicator needle if necessary to agree with

the transmission detent positions. See Section 9.

Readjust neutral safety switch if necessary to pro-

vide the correct relationship to the transmission

detent positions. See Section 12.

CAUTION: Any inaccuracies in the above ad-

justment may result in premature failure of the

transmission due to operation without controls

in full detent. Such operation results in reduced

oil pressure and in turn partial engagement of

the affected clutches. Partial
of the

clutches with sufficient pressure to cause ap-

parent normal operation of the vehicle will

result in failure of the clutches or other in-

ternal parts after only a few miles of operation.

Floor Shift Linkage

Chevrolet Linkage Adjustment (Fig. 6PG)

1.
Loosely assemble Nuts (A) and (B) on Lower Rod (C).

2.
Set Transmission Lever (D) in drive position.
NOTE:
Obtain drive position by moving Trans-

mission Lever counter-clockwise to low detent,

then clockwise one detent position to drive.

3.
Set Control Pawl Lever Rod (E) in Neutral or drive

notch of Detent (F). See View A.

4.
Apply load in direction of Arrow (Y) on Actuating

Lever (G) until pawl Rod comes in contact with

Detent at Contact Point (Z). See View A.

5. Place a 7/64" Spacer (H) between Nut (A) and Swivel

(J),
run Nut (A) until it touches spacer. Remove

Spacer and apply load in the direction on Arrow (X)

until it touches Nut (A). Tighten Nut (B) against

Swivel and lock Swivel between Nuts (A) and (B).

See View B.

Chevelle Linkage Adjustment (Fig. 7PG)

1.
Assemble Nuts (A) and (B) on Lower Rod (C) loosely.

2.
Set Transmission Lever (D) in drive position.

NOTE:
Obrain drive position by moving Trans-

CHEVROLET CHASSIS SERVICE MANUAL

CLUTCH AND TRANSMISSIONS 7-27

Fig.
5PG - Camaro Shift Linkage Adjustment

mission Lever counter-clockwise to low detent

then clockwise one detent position to drive.

3.
Set Control Pawl Lever

drive notch of Detent (F).
Rod (E) in the neutral or

See View A.

4.
Apply load in direction of Arrow (Y) on Actuating

Lever (G) until pawl Rod comes in contact with

Detent at Contact Point (Z). See View A.

5. Place 7/64" Spacer (H) between Nut (A) and Swivel

(J),
run Nut (A) until it touches Spacer. Remove

Spacer and apply load in the direction of Arrow (X)

until it touches Nut (A). Tighten Nut (B) against

Swivel and lock Swivel between Nuts (A) and (B).

See View B.

The foregoing procedure will provide a 3/32"

over travel gap in the notches of Detent (F).

Chevy II Linkage Adjustment (Fig. 8PG)

1.
Assemble Nuts (D) and (E) on Rod (C) loosely.

2.
Set Transmission Control Actuating Lever (F) in

drive position.

3.
Set Control Pawl Lever Rod (J) in the neutral and

drive notch of Detent (K). See View B.

4.
Apply load in direction of Arrow (H) on Actuating

Lever (F) until Pawl Rod comes in contact with De-

tent (K) at Contact Point (G). See View B.
5. Place .090" Spacer between Nut (E) and Swivel, run

Nut (E) until it touches Spacer. Remove Spacer and

apply load in the direction of Arrow (G) until it

touches Nut (E). Tighten Nut (D) against Swivel and

lock Swivel between Nuts (E) and (D).

The foregoing procedure will provide a .070" over

travel gap in the notches of Detent (K).

Camaro Linkage Adjustment (Fig. 9PG)

1.
Loosely assemble nuts (A) and (B) on Lower Rod (C).

2.
Set Transmission Lever (D) in "DRIVE" position.

NOTE:
Obtain "DRIVE" position by moving

Trans. Lever Counter clockwise to "LOW" de-

tent, then clockwise one detent position to

"DRIVE."

3.
Set Control Pawl Rod (E) in the "NEUTRAL or

DRIVE" notch of Detent (F). See View A.

4.
Apply load in direction of Arrow (Y) on Actuating

Lever (G) until pawl Rod comes in contact with

Detent at Contact Point (Z). See View A and B.

5. Place a .094" Spacer (H) between Nut (A) and Swivel

(J),
run Nut (A) until it touches Spacer. Tighten Nut

(B) against Swivel and lock Swivel between Nuts (A)

and (B). See View B.

CHEVROLET CHASSIS SERVICE MANUAL

CLUTCH AND TRANSMISSIONS 7-31

with the "white" stripe painted on the engine

side of the flywheel outer rim, denoting the

"heavy" side of the engine.

1.
Mount transmission on transmission lifting equip-

ment installed on jack or other lifting device.

2.
Remove converter holding tool.

CAUTION: Do not permit converter to move

forward after removal of holding tool.

3.
Raise transmission into place at rear of engine and

install transmission case to engine upper mounting

bolts,
then install remainder of the mounting*bolts.

Torque bolts to 35 ft. lbs.

4.
Remove support from beneath engine, then raise

rear of transmission to final position.

5. Through flywheel cover opening align as closely as

possible the "white" flywheel balance mark stripe

and the "blue" painted stripe on the end of converter

cover and housing. If scribed during removal, align

scribe marks on flywheel and converter cover. In-

stall converter to flywheel attaching bolts. Torque

bolts to 15-20 ft. lbs.

6. Install converter under pan.

7. Reinstall transmission support crossmember to

transmission and frame.

8. Remove transmission lift equipment.

9. Connect propeller shaft to transmissions.

10.
Connect manual and TV control lever rods to

transmission.

11.
Connect oil cooler lines (if so equipped), vacuum

Fig.
13PG - Converter Holding Tool
modulato:* line, and speedometer drive cable to

transmission.

12.
Refill transmission through filler tube, using Funnel

J-4264 and following the recommended procedure

provided earlier in this section.

13.
Check transmission for proper operation and for

leakage. Check and, if necessary, adjust linkage.

CORVETTE POWERGLIDE TRANSMISSION

Replacement

1.
Disconnect battery ground cable.

2.
Remove ball end from transmission shift control

lever.

3.
Raise front and rear of vehicle.

4.
Insert a block of wood between the top of the dif-

ferential carrier housing and the underbody (to

prevent upward travel of the carrier when the car-

rier front support is disconnected).

5. Disconnect the differential carrier front support

from its frame bracket, by removing the nut on the

underside of the biscuit mount.

6. Pry the carrier downward to relieve load while re-

moving the two center mounting bolts from the

carrier front support. (To pry carrier downward

insert crowfoot end of a pry bar**hrough the open-

ing in the carrier front support, hooking end of bar

over top of the center mounting bolt pad cast in the

underside of the carrier).

7. Pivot carrier support downward for access to prop

shaft "U"-joint.

8. Disconnect prop shaft front and then rear
"U"
bolts.

9. Disconnect parking brake cable from ball socket at

idler lever located near center of underbody.

10.
Remove prop shaft by moving shaft forward.

11.
Remove left bank exhaust pipe.

12.
Remove right bank exhaust pipe and heat riser.

13.
Disassemble the transmission mount, as follows:

a. Remove the two bolts that attach rear mount

cushion to the rear mount bracket.

b.
Support engine under oil pan and raise engine to

remove load from rear mount cushion.

CAUTION: To avoid damage to oil pan, a suit-

able wide base, heavy wood platform should be

placed between the jack pad and the oil pan.

c. Remove the three transmission mount bracket-

to-crossmember bolts, then remove mount

bracket.

d. Remove the two bolts from mount pad to trans-

mission case and remove rubber mount cushion

and exhaust pipe "yoke".

14.
Disconnect oil cooler lines at transmission and

swing lines clear.

15.
Remove connector underpan.

16.
Remove converter to flywheel attaching bolts.

17.
At transmission disconnect vacuum modulator line

and speedometer cable.

18.
Disconnect transmission shift linkage from trans-

mission gearshift control lever. Remove shift lever.

19.
At transmission, remove throttle valve linkage and

disconnect neutral safety switch linkage, also re-

move the gearshift control linkage.

20.
Remove neutral safety switch from transmission

control bracket.

CHEVROLET CHASSIS SERVICE

CLUTCH AND TRANSMISSIONS 7-36

TURBO HYDRA-MATIC TRANSMISSION

INDEX

Page

General Description . . , . 7-36

Maintenance and Adjustments . 7-37

Transmission Fluid 7-37

Fluid Level Indicator 7-37

Shift Control Linkage Adjustment ........... 7-37

Neutral Safety Switch Adjustment 7-37

Draining and Refilling Transmission . . . 7-37

Pressure Regulator Valve 7-38

Control Valve Body . 7-39

Governor ..'.... 7-40

Modulator and Modulator Valve 7-40

Parking Linkage . . 7-40
Page

Rear Seal -. 7-40

Other Service Operations . . 7-40

Transmission Replacement 7-40

Turbo Hydra-Matic Diagnosis Procedure. ......... 7-41

Sequence . ; ; 7-41

Oil Level and Condition Check 7-41

Manual Linkage 7-41

Oil Leaks .' 7-41

Case Porosity - Repair ................ 7-42

Oil Pressure Check 7-42

Transmission Shift Points 7-42

Special Tools 7-43

GENERAL DESCRIPTION

The Turbo Hydra-Matic transmission is a fully auto-

matic unit consisting primarily of a 3-element hydraulic

torque converter and a compound planetary gear set.

Three multiple-disc clutches, one sprag unit, one roller

clutch and two bands provide the friction elements re-

quired to obtain the desired function of the compound

planetary gear set.

The torque converter couples the engine to the plane-

tary gears through oil and provides hydraulic torque

multiplication when required. The compound planetary

gear set produces three forward speeds and reverse.

The
3-
element torque converter consists of a pump or

driving member, a turbine or driven member, and a

stator assembly. The stator is mounted on a one-way

roller clutch which will allow the stator to turn clock-

wise but not counter-clockwise.

The torque converter housing is filled with oil and

is attached to the engine crankshaft by a flex plate and

always rotates at engine speed. The converter pump is

an integral part of the converter housing, therefore the

pump blades, rotating at engine speed, set the oil within

the converter into motion and direct it to the turbine,

causing the turbine to rotate.

As the oil passes through the turbine it is traveling in

such a direction that if it were not re-directed by the

stator it would hit the rear of the converter pump blades

and impede its pumping action. So at low turbine speeds,

the oil is re-directed by the stator to the converter pump

in such a manner that it actually assists the converter

pump to deliver power or multiply engine torque.

As turbine speed increases, the direction of the oil

leaving the turbine changes and flows against the rear

side of the stator vanes in a clockwise direction. Since

the stator is now impeding the smooth flow of oil, its

roller clutch releases and it revolves freely on its shaft.

Once the stator becomes inactive, there is no further

multiplication of engine torque within the converter. At

this point, the converter is merely acting as a fluid

coupling as both the converter pump and turbine are

being driven at approximately the same speed - or at a

one-to-one ratio.

A hydraulic system pressurized by a gear type pump

provides the working pressure required to operate the

friction elements and automatic controls.

External control connections to transmission are:
Manual Linkage

Engine Vacuum

12 Volt Electrical

Signal
To select the desired op-

erating range.

To operate a vacuum mod-

ulator unit.

To operate an electrical

detent solenoid.

A vacuum modulator is used to automatically sense

any change in the torque input to the transmission. The

vacuum, modulator transmits this signal to the pressure

regulator for line pressure control, to the 1-2 accumula-

tor valve, and to the shift valves so that all torque re-

quirements of the transmission are met and smooth

shifts are obtained at all throttle openings.

The detent solenoid is activated by an alectric switch

on the carburetor. When the throttle is fully opened, the

switch on the carburetor is closed, activating the detent

solenoid and. causing the transmission to downshift at

speeds below approximately 70 MPH.

The selector quadrant has six selector positions: P,R,

N,D,
L2,L1.

P.
*
- Park position positively locks the output shaft to

the transmission case by means of a locking pawl

to prevent the vehicle from rolling in either di-

rection. The engine may be started in Park

position.

R. - Reverse enables the vehicle to be operated in a

reverse direction.

N.
- Neutral position enables the engine to be started

and run without driving the vehicle.

D,
- Drive Range is used for all normal driving condi-

tions and maximum economy. Drive Range has

three gear ratios, from the starting ratio to

direct drive. Detent downshifts are available by

depressing the accelerator to the floor.

L2.
- L2 Range has the same starting ratio as Drive

Range, but prevents the transmission from shift-

ing above second speed to retain second speed

acceleration when extra performance is desired.

L2 Range can also be used for engine braking.

L2 Range can be selected at any vehicle speed,

and the transmission will shift to second gear and

remain in second until the vehicle speed or the

throttle are changed to obtain first gear operation

in the same manner as in D Range.

CHIVROLET CHASSIS SERVICE MANUAL

FUEL TANK AND EXHAUST SYSTEMS 8-4

Fig.
5— Meter Assembly Removal Using Tool J-22554

vehicle. The fuel lines should be occasionally inspected

for leaks, kinks or dents. If evidence of dirt is found in

the carburetor or fuel pumto and disassembly, the lines

should be disconnected
and
blown out. Check the fuel tank

strainer for damage or omission. Note position of fuel

line clips for convertible models.
FUEL TANK VENT LINE

Sedan modei fuel tanks are vented to the atmosphere

at the top right- forward edge of. the tank. The vent line

is connected by a rubber hose with two clamps one at the

tank and the other at the vent pipe which is secured to

the underbody A rubber grommet around the vent pipe

acts as a seal to prevent gasoline fumes from entering

the.passenger compartment.

IMPORTANT: It is important to note that the

sedan gas tank cap is non-vented. It is neces-

sary to be assured that the vent line is free from

dirt, etc., and open at all times. If gasoline

fumes are detected, the rubber grommet should

be checked.

Station wagon models use a vented, anti-surge type gas

tank.

GAUGE UNIT AND FUEL STRAINER

Removal and Installation (Fig. 4)

1.
Follow tank removal procedure.

2.
Use Special Tool J-22554 (fig. 5) to remove cam

lock on sedan models and Tool J-8950 on station

wagons.

3.
Remove unit and rubber gasket.

4.
Reverse procedure to install.

CHEVROLET CHASSIS SERVICE MANUAL

FUEL TANK AND EXHAUST SYSTEMS
8-8

CHEVELLE

FUEL TANKS

INDEX

Page

General Description.
g.g

Component Part Replacement
8-8

Fuel Tanks
. 8-8

Fuel Lines
8-8
Metering Units (Gauge, Sending Unit)

Fuel Tank Filler Neck Caps.
. .

Fuel Tank Vent Lines
Page

8-8

8-8

8-9

GENERAL DESCRIPTION

All models
use a 20
gallon capacity (approx.) fuel tank

mounted between
the
frame rails behind
the
rear axle.

The fuel tanks
are
basically
the
same
for
sedan, 2-seat

station wagon
and
pickup models except
for
filler neck

location
and
venting
(fig. 8).

All fuel tanks
are
vented
to the
atmosphere. Sedan

model tanks have
an
external vent hose and pipe assem-

bly
(fig. 11) and use a
non-vented fuel cap. Station wagon

and pickup model tanks
are
vented through
a
hose
and

vent pipe assembly
to the
filler neck
(fig. 8)
and
use a

vented, anti-surge type
gas cap. The
fuel caps
are two

different designs conforming
to SAE
standards
and are

not interchangeable.

The filler neck assembly
on
sedan models
is a
rear

fill design located behind
the
center
bar of the
bumper.
Station wagon
and
sedan pickup model filler neck assem-

blies
are
located
in
the left rear quarter panel.

The fuel pickup pipe
is
built integrally with
the
tank

gauge, located
at the
top-front center
of
the tank.
A
fine

mesh screen
is
located
at
the bottom-end
of the
fuel pick-

up pipe
to
prevent
the
entrance
of
foreign material into

the fuel system.

The sedan fuel tanks
are
held
in
place
by
two metal

straps attached individually
to the
underbody
at
each
end.

The straps hinge
at the
forward end and secure
the
tank

at
the
rear with
an
adjustable bolt
and nut
assembly.

The station wagon
and
pickup models have
a
frame

mounted fuel tank secured with straps
to
front and rear

supports.

COMPONENT PART REPLACEMENT

FUEL TANK

Draining Tank

The absence
of a
drain plug
in the gas
tanks makes
it

necessary
to
siphon fuel from
the
tank when draining
is

needed. Refer
to the
recommended draining procedures

previously outlined under Chevrolet Models
in
this

section.

Removal
and
Installation (Sedan Models)

1.
Raise vehicle.

2.
Drain fuel tank.

3.
Disconnect fuel pickup line
and
gauge wires from

tank unit.

4.
Disconnect vent hose from tank.

5. Remove tank support straps and lower tank carefully.

6.
To
install, reverse
the
removal procedure.

Removal
and
Installation

(Station Wagon
and
Pickup)

1.
Follow Steps
1
thru
3
outlined under sedan models.

2.
Remove tank support straps.

3.
Remove frame screw attachments from
the
front

support
(fig. 8).

4.
Guide tank forward
and
remove.

5.
To
install, reverse removal procedure.

FUEL LINES

The fuel lines, extending from fuel tank toiiuelpump,

are routed
on the
underside
of the
underbody along
the

right side
of the
vehicle opposite
the
single exhaust
sys-

tem.
The
fuel lines should occasionally
be
inspected
for
leaks,
kinks,
or
dents.
If
evidence
of
dirt
is
found
in the

carburetor
or
fuel pump
on
disassembly,
the
lines should

be disconnected
and
blown
out.
Check
the
fuel tank

strainer
for
damage
or
omission. Fuel lines
are of 5/16"

diameter tubing with beaded type ends
for
connections
of

hoses.

FUEL PIPE RETAINER
CUP

Removal
and
Installation

If fuel pipes
and
retainer clips
are
removed, Tool

J-7777 should
be
used
to
install
new
retainer clips
(fig.

10).
After removal
of the old
clip from
the
frame, position

the
new
clip
in the
location
of the old
clip. Index
the

"blind rivet"
and
press hard (hand pressure should
do)

to expand rivet.

GAUGE UNIT
AND
FUEL STRAINER

Removal
and
Installation
(Fig. 11)

1.
Drain tank
to a
level below
the
unit.

2.
Disconnect fuel pickup line
and
gauge unit wire.

3.
Use
special Tool J-8950
to
remove
cam
lock.
Re-

move unit
and
rubber gasket.

CAUTION: Carefully remove unit
so as not to

damage screen
on the end of
the pipe.

4.
Clean screen
by
blowing
out
with compressed
air.

5. Reverse procedure
to
install.

FUEL TANK FILLER NECK CAPS

The fuel tank filler neck caps
are
non-vented with
an

anti-surge feature. Station wagons have vented caps.

(Refer
to
"Fuel Tank Vent Lines").

CHEVROLET CHASSIS SERVICE MANUAL

FUEL TANK
AND
EXHAUST SYSTEMS
8-13

CHEVY II

FUEL TANKS

INDEX

Page

Page

General Description.
8-13

Component Part Replacement
8-13

Fuel Tanks
8-13

Fuel Lines
8-14
Metering Units (Gauge Sending Unit)
8-13

Fuel Tank Filler- Neck Caps.
. . 8-14

Fuel Tank Vent Lines .......
8-14

GENERAL DESCRIPTION

ANTI-SQUEAK

MA'
ANTI-SQUEAK

MATERIAL

SEDANS

STATION WAGON

Fig.
15-Chevy
II
Fuel Tanks

All Chevy
II
Models have
16
gallon capacity (approx.)

fuel tanks mounted between
the
frame rails
to the
rear
of

the rear axle
(fig. 15). The
fuel tanks
are
basically
the

same
for the
passenger
car
and two-seat,
six
passenger

station wagon models. The tanks
are
held
in
place
by two

metal straps attached individually
to the
underbody
at

each
end. The
straps hinge
at the
forward
end
and secure

the tank
at the
rear with
an
adjustable bolt and nut
ad-

sembly. The tank rests against the rear compartment
pan

reinforcement.
The
two-seat station wagon
gas
tank
is

secured
to the
contour
of
forward
and
rear underbody
brackets.
The
filler neck
is
accessible
by
removal
of a

fender
gas cap at the
rear left fender location.

A fine mesh screen
is
located
at the end of the
fuel

pickup pipe
to
prevent
the
entrance
of
dirt into
the sys-

tem.
The
tank
can be
drained
by
siphoning
at the
filler

neck
or by
removing
the
gauge sending unit and siphon-

ing
at the
tank opening.

CAUTION: Care should
be
exercised
to
avoid

denting
or
puncturing
the
fuel tank when
in-

stalling
or
removing.
~

COMPONENT PART REPLACEMENT

FUEL TANKS

Draining Tank

The absence
of a
drain plug
in
the Chevy
n
Model
gas

tanks makes
it
necessary
to
siphon fuel from
the
tank

when draining
is
needed. Refer
to the
recommended

draining procedures previously outlined under Chevrolet

Models
in
this section.

Removal
and
Installation

1.
Drain fuel tank.

2.
Raise
and
support vehicle.

3.
Disconnect
the
filler neck inlet hose
and the
vent

connection
(fig. 15).

4.
Remove
the gas
tank sending gauge unit access hole

cover
on
station wagons.
5. Disconnect fuel tank gauge sending unit with special

spanner Tool J-8950, detach wire
and
fuel pickup

line
at the gas
tank.

6. Remove tank support straps and lower tank carefully.

7. Reverse procedure
to
install.

The sending units
are
located on
the top
forward
end of

the
gas
tanks.
The
fuel strainer
is
located
at the end of

these sending units.

FUEL TANK GAUGE SENDING UNIT

AND FUEL STRAINER
(Fig. 16)

Replacement

1.
Drain tank
to a
level below
the
unit.

2.
Disconnect fuel pickup line
and
gauge unit wire.

3.
Use
special Tool J-8950
to
remove
cam
lock.
Re-

move unit and rubber gasket.

CHEVROLET CHASSIS SERVICE MANUAL