1967 CHEVROLET CAMARO checking oil

ENGINE-ELECTRICAL 6Y-20

cause oxidized contact points. Check for these conditions

where burned contacts are experienced. An
out-of-

balance condition in the ignition system, often the result

of too much or too little condenser capacity, is indicated

where point pitting is encountered.

REPLACEMENT

Four and Six Cylinder Engine Distributor

1.
Release distributor cap hold-down screws, remove

cap and place it out of work area.

2.
Remove rotor.

3.
Pull primary and condenser lead wires from contact

point quick disconnect terminal (fig. 4i).

4.
Remove contact set attaching screw, lift contact point

set from breaker plate.

5.
Clean breaker plate of oil smudge and dirt.

6. Place new contact point assembly in position on

breaker plate, install attaching screw.

CAUTION: Carefully wipe protective film from

point set prior to installation.

NOTE: Pilot on contact set must engage match-

ing hole in breaker plate.

7.
Connect primary and condenser lead wires to quick

disconnect terminal on contact point set. .

8. Check and adjust points for proper alignment and

breaker arm spring tension (fig. 5i). Use an aligning

tool to bend stationary contact support if points need

alignment.

NOTE: The contact point pressure must fall

within specified limits. Weak tension will cause

CONTACT SET

ATTACHING

SCREW

QUICK

DISCONNECT

TERMINAL

BREAKER PLATE

ATTACHING SCREWS
chatter, resulting in arcing and burning of-the

points and an ignition miss at high speed, while

excessive tension will cause undue wear of the

contact points, cam and rubbing block. Breaker

arm spring tension should be 19-23 ounces. The

contact point pressure should be checked with a

spring gauge. The scale should be hooked to the

breaker lever and the pull exerted at 90 degrees

to the breaker lever as shown in Figure 5i. The

reading should be taken just as the points sepa-

rate.
The pressure can be adjusted by bending

the breaker lever spring. If the pressure is ex-

cessive, it can be decreased by pinching the

spring carefully. To increase pressure,, the

lever must be' removed from the distributor so

the spring can be bent away from the lever.

Avoid excessive spring distortion.

9. Set point opening (.019" for new points).

10.
Reinstall rotor, position and lock distributor cap to

housing.

11.
$tart engine and test dwell and ignition timing.

Eight Cylinder Engine Distributor

1.
The contact point set is replaced as one complete

assembly and only dwell angle requires adjustment

after replacement. Breaker lever spring tension and

point alignment are factory set.

2.
Remove the distributor cap by placing a screw driver

in the slot head of the latch, press down and turn 1/4

turn in either direction.

3.
Remove the two attaching screws which hold the base

of the contact set assembly in place.

4.
Remove the primary and condenser leads from their

nylon insulated connection (fig. 6i) in contact set.

5.
Reverse Steps 2, 3 and 4 to install new contact set.

CAUTION:. Install the primary and condenser

leads as shown in Figure 6i. Improper installa-

tion will cause lead interference between the

cap,
weight base and breaker advance plate.

6. If car has 20,000 to 25^000 miles (or sooner if

desired) the cam lubricator wick (fig. 7i) should be

changed. Using long nosed pliers squeeze assembly

together at base and lift out. Remove all old lubri-

cant from cam surface. Replace in same manner.

Fig.
4i—Breaker Plate and Attaching Parts
Fig. 5i—-Checking Breaker Arm Spring Tension

CHEVROLET CHASSIS SERVICE MANUAL

ENGINE-ELECTRICAL 6Y-28

terminals on eoil. On Corvettes equipped with radio,

remove bolts securing ignition shield over distribu-

tor and coil.

2.
Pull high tension wire from center terminal of coil.

3.
Remove the two coil support mounting bolts or loosen

friction clamp screw and remove coil.

4.
Place new coil in position and install attaching bolts

or tighten clamp screw.

5.
Place high tension lead securely in center terminal

of coil and connect ignition switch and distributor

primary leads to terminals on coil. Replace ignition

shield on Corvettes.

6. Start engine and test coil operation.

IGNITION PULSE AMPLIFIER

DISASSEMBLY

To check the amplifier for defective components, pro-

ceed as follows:

1.
Remove the bottom plate from the amplifier.

2.
To aid in reassembly, note the locations of the lead

connections to the panel board.

3.
Remove the three panel board attaching screws, and

lift the assembly from the housing.

4.
To aid in reassembly, note any identifying markings

on the two transistors and their respective locations

on the panel board and heat sink assembly.

5.
Note the insulators between the transistors.and the

heat sink, and the insulators separating the heat sink

from the panel board.

6. Remove the transistor attaching screws, and sepa-

rate the two transistors and heat sink from the panel

board.

7.
Carefully examine the panel board for evidence of

damage.

MOUNTING

SCREW

RESISTOR R5 jgSfe. / DIODE Dl

TRANSISTOR TR2

(UNDERNEATH)

1H L >©V

[So

To
I
/'%**jt\
\
TRANSISTC>R"""

1 X ^^w^ X \ (UNDERNEATH)

9^ESISTORR^^^H|^^^^^H

^B
RESISTOR
R4
^HPH^^H

WM'
RESISTOR
R3
I^B^^^^I^U

N .6 ®

mm

N%|/MOUNTING

• tr^i^w ^\ vjR SCREW

CAPACITOR
Cl\
pNkj^^A^
\
RESISTOR
Rl

MOUNTING ^55S^^ \ CAPACITOR C3

SCREW I RESISTOR R6 CAPACITOR C2

TRANSISTOR TR3
COMPONENT CHECKS (Figs. \7\ and 18i)

With the two transistors separated from the assembly,

an ohmmeter may be used to check the transistors and

components on the panel board for defects. An ohmmeter

having a 1-1/2 volt cell, which is the type usually found

in service stations, is recommended. The low range

scale on the ohmmeter should be used except where

specified otherwise.

A 25 watt soldering gun is recommended, and a 60% tin

40%
lead solder should be used when re-soldering. Avoid

excessive heat which may damage the panel board. Chip

away any epoxy involved, and apply new epoxy which is

commercially available.

In order to check the panel board assembly, it is

necessary to unsolder at the locations indicated in Fig-

ure 18i the two capacitors C2 and C3. In all of the fol-

lowing checks, connect the ohmmeter as shown and then

reverse the ohmmeter leads to obtain two readings. The

amplifier circuitry is shown in Figure 19i.

1.
Transistors TR1 and TR2: Check each transistor by

referring to Figure 20i. If both readings in Step 1

are zero, the transistor is shorted. If both readings

in Step 2 are zero, the transistor is shorted; and if

both readings are infinite, the transistor is open.

Interpret Step 3 the same as Step 2.

2.
Trigger Transistor TR3:
11
both readings in Step 1

are zero, the transistor is shorted. If both readings

in Step 2 are zero, the transistor is shorted; and if

both readings are infinite, the transistor is open.

Interpret Step 3 the same as Step 2.

3.
Diode Dl: 11 both readings are zero, the diode is

shorted; and if both readings are infinite, the diode

is open.

4.
Capacitor Cl: If both readings are zero, the capaci-

tor is shorted.

5.
Capacitors C2 and C3: Connect the ohmmeter across

CHECKING

RESISTOR Rl

UNSOLDER
I
CHECKING TRIGGER

TRANSISTOR TR3
CHECKING

CAPACITOR C

Fig.
171—Pulse Amplifier Panel Board
Fig.
18i—Pulse
Amplifier
Component
Checks

CHEVROLET CHASSIS SERVICE MANUAL

CLUTCH AND TRANSMISSIONS 7-10 ,

GENERAL DESCRIPTION

The overdrive unit is essentially a two-speed planetary-

transmission attached to the rear of a conventional three-

speed transmission. In overdrive, engine speed is ap-

proximately 30 per cent slower at a given road speed

since the drive train includes planetary gears which pro-

vide a lower overall gear ratio than that obtained in high

gear with the conventional transmission.

The electrical equipment which controls the automatic

action of the mechanical portion of the overdrive unit

consists of a solenoid, a speed-sensitive governor switch,

a relay and a kickdown switch. The circuit including this

equipment makes it possible to operate in overdrive above

a pre-set cut-in speed, or in .conventional drive at any

speed.

With the overdrive unit engaged, the transmission

should not be left in any forward gear with intent of lock-

ing the drive-line as the overrunning clutch is a free-

wheeling condition.
SERVICING THE OVERDRIVE

With the,overdrive assembly removed from the trans-

mission, service operations on the transmission proper

are the same as for the standard three-speed trans-

mission.

Repairs to the overdrive housing, output shaft, ring

gear assembly, clutch cam, roller retainer, pinion cage,

sun gear, shift rail, sun gear control plate, output shaft

bearing, oil seal, speedometer drive gear, solenoid pawl

and interlock plunger may be performed underneath the

car, if so desired, by removing the overdrive housing

without disturbing the transmission. Refer to Overhaul

Manual for Service Procedure.

If the transmission mainshaft, overdrive adapter or

transmission rear bearing which is retained in adapter

require replacement, the entire transmission and over-

drive assembly should be removed and overhauled on the

bench.

MAINTENANCE AND ADJUSTMENTS

Servicing of the overdrive governor switch and pinion,

the sun gear solenoid, oil seal and cable bracket, the out-

put shaft rear oil seal, the control shaft lever, and the

speedometer driven gear may be accomplished without

removing the overdrive from the vehicle, as discussed

in the following paragraphs:

GOVERNOR SWITCH AND PINION

To remove governor switch, disconnect wires at gover-

nor switch and screw governor
out
of housing, using Tool

J-4653 on the flat hexagonal surface of governor case.

The pinion may be separated from the governor by re-

moving the snap ring on the shaft.

SUN GEAR SOLENOID, OIL SEAL AND

CONTROL CABLE BRACKET

Remove the solenoid by taking out the two mounting

bolts and lock washers, removing
the.
cable bracket with

the lower bolt. Turn the solenoid 1/4 turn and
pull,
sole-

noid plunger out of adapter. The oil seal may be pried

out of the adapter.

CASE REAR OIL SEAL

Removal

1.
Remove propeller shaft as outlined in Section 4.

2.
Using a punch against seal in housing, pry out seal

from housing.

Installation

1.
Prelubricate between sealing lips and coat outside of

new oil seal with a suitable sealant, then start seal

into bore in overdrive housing.

2.
Using Tool J-5154 drive oil seal into counterbore.

3.
Install propeller shaft as outlined in Section 4.

CONTROL SHAFT LEVER AND/OR "O" RING

OIL SEALS

To remove- the control shaft, disconnect the cpntrol
cable, remove tapered pin and pull lever out. Replace

the two "0" ring seals on the control shaft. Insert shaft

and new "O" ring seals into housing and install tapered

pin. Connect control wire to lever.

SPEEDOMETER DRIVEN GEAR

Disconnect speedometer cable, remove lock plate to

housing bolt and lock washer and remove lock plate. In-

sert screw driver in lock plate slot in fitting and pry

fitting, gear and shaft from housing. Pry "O" ring from

groove in guide.

Install new "O" ring in groove in fitting and insert

shaft.

Hold the assembly so slot in fitting is toward lock plate

boss on housing and install in housing. Push fitting into

housing until lock plate can be inserted in groove and

attached to housing.

L
dl

ZAIR GAP

km (CHECK WITH

M*= POINTS BARELY
'A

AoWER
|^

POINT

0 ADJUST

=^ i
SUPPORT

Fig. IB - Checking Relay Air Gap

CHEVROLET CHASSIS SERVICE MANUAL

CLUTCH AND TRANSMISSIONS 7-11

UPPER ARMATURE STOP

(BEND TO ADJUST POINT OPENING)

Fig.
2B-Adjusting Relay Point Opening

ELECTRICAL UNIT CHECKS

Overdrive Relay

Specifications and checking procedures for this relay

are as follows:

Specifications

Air Gap Oil inch minimum

Point Opening .025 inch

Closing Voltage
8.3-10.2
volts

Armature Sealing Voltage. ..... 11.2 volts maximum

Three checks and adjustments are required on the

overdrive relay; air gap, point opening and closing volt-

age.
The air gap contact point opening checks and adjust-

ments should be made with the battery disconnected.

Air Gap

The air gap should not normally require adjustment

unless the relay has been misadjusted. Check the air gap

with the points barely touching and adjust if necessary by

bending the lower point support (fig, IB).

Point Opening

Check the contact point opening and adjust by bending

the upper armature stop (fig. 2B).

Closing Voltage

To check the relay closing voltage, connect a potenti-

ometer or variable resistance of sufficient value (not less

than 50 ohms) in series with the "KD" terminal, connect a

voltmeter to the "IGN" and "KD" terminals. With the

ignition switch on, slowly decrease the amount of resist-

ance in order to check the relay closing voltage (the

overdrive solenoid and relay should click when the relay

closes). Adjust the closing voltage by bending the arma-

ture spring post (fig. 3B). Bend down to increase the

closing voltage and bend up to decrease the closing

voltage.

To check the sealing voltage, increase the voltage after

the relay closes until the armature seals against the

core.
Decrease the sealing voltage by reducing the relay

air gap.

Solenoid

Closing Coil

Remove solenoid from transmission, connect a jumper

wire between negative terminal of battery and mounting

flange of solenoid. Connect a second jumper wire be-
ARMATURE SPRING PQST

(BEND TO ADJUST CLOSING VOLTAGE)

Fig.
3B - Adjusting Relay Closing Voltage

tween the battery positive terminal and solenoid terminal

No.
4; this should cause the solenoid pawl to move out.

If solenoid chatters, Hold-In Coil is defective.

Engaging Spring

With jumper wire connected as in paragraph above,

(solenoid energized, plunger extended) place ball end of

solenoid against bench. Push down on solenoid. The

pawl rod should move in 3/8M under a load of not less

than 8 lbs. nor more than 12. Pawl should move out to

extended position when load is removed.

Ignition Grounding Contact

Place a test lamp between negative battery terminal

and solenoid terminal No. 6. Lamp should light when this

connection is made. Remove jumper from between nega-

tive battery terminal and solenoid terminal No. 4. Pawl

rod should snap "in" and test lamp should go out.

Governor Switch

Remove overdrive wire at governor and connect test

lamp between governor overdrive terminal and positive

terminal of battery. Drive car on road or raise on jacks.

The lamp should light at a car speed of between 26 to 30

MPH. Upon decreasing speed, the lamp should go out at

between 28 and 23.5 MPH. The car speed differential

between light "on" and light "off" should be 2 or 3 MPH.

Kickdown Switch

Disconnect the 4 wires at kickdown switch.

1.
Connect test lamp between "SW" terminal and posi-

tive terminal of battery; with switch in normal posi-

tion, lamp should light when "REL" terminal is

grounded but should not light when "IGN" or "SOL"

terminals or switch case is grounded.

2.
Connect test lamp between "IGN" terminal and posi-

tive terminal of battery; with switch stem pushed in,

lamp should light when "SOL" terminal is grounded,

but should not light when "SW" or "REL" terminals

or switch case is grounded.

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

CLUTCH AND TRANSMISSIONS 7-32

21.
Remove transmission output shaft slip yoke and in-

sert a plastic shipping plug in end of extension to

prevent spillage of transmission fluid.

NOTE:
The yoke is removed to avoid tearing

the heat reflecting pad on the underbbdy, when

the transmission is being removed.

22.
Remove bright metal ignition shielding from dis-

tributor area.

23.
Remove the transmission dip stick and tube

assembly.

24.
Disconnect transmission vacuum modulator line at

distributor advance line tee.

25.
Position transmission hoist under transmission and

attach safety chain to transmission.

26.
Remove transmission converter housing-to-engine

attaching foolts and slide transmission rearward.
NOTE:
Observe converter when moving trans-

mission rearward. If converter does not move

with the transmission, pry it free of flywheel

before proceeding.

27.
Install converter retaining strap.

28.
Lower and remove transmission from vehicle by

tilting the front down and to the right while inter-

mittently lowering the transmission to facilitate its

• removal.

29.
Reinstall transmission assembly by performing the

above steps in reverse order.

Bolt Torques

Transmission Case to Flywheel

Housing Bolts 35 ft. lbs.

Converter to Flywheel Bolts. . , . . 35 ft. lbs.

OTHER SERVICE OPERATIONS

Although certain operations, such as oil pan or gasket

replacement, valve body, governor, filler pipe "O" ring,

speedometer drive gear, case extension "0" ring and

rear oil seal, vacuum modulator, and servo cover or

gasket service may be performed from underneath the
vehicle without removing the Powerglide; their service

procedure is covered in the Passenger Overhaul Manual

and is not repeated here. Refer to the- Powerglide Sec-

tion of the Passenger Overhaul Manual for all other

service operations not covered here.

DIAGNOSIS

Proper operation of the Powerglide transmission may

be affected by a number of factors, all of which must be

considered when trouble in the unit is diagnosed.

Proper trouble diagnosis can only be accomplished

when performed in a thorough step by step procedure.

The following procedure has been devised and tested and

is recommended for all trouble diagnosis complaints and

if the service man will follow this checking procedure,

accurate and dependable diagnosis may be accomplished.

This will result in a savings of time, not only to the

service man, but to the customer as well.

WARMING UP TRANSMISSION

Before attempting to check and/or correct any com-

plaints on the Powerglide transmission it is absolutely

essential that the oil level be checked and corrected if

necessary. An oil level which is either too high or too

low can be the cause of a number of abnormal conditions

from excessive noise to slippage in all ranges.

It must be remembered that cold oil will slow up the

action of the hydraulic controls in the transmission. For

this reason a trouble or oil leak diagnosis should not be

attempted until the transmission has been warmed up by

either of the following procedures:

Shop Warm Up

1.
Connect tachometer to engine.

2.
Set parking brake tight and start engine.

3.
Place selector light in
"D"
(drive) range.

4.
Adjust carburetor idle speed adjusting screw to run

engine at approximately 750 rpm and operate in this

manner for two minutes. At the end of two minutes

of operation, the transmission will be sufficiently

warmed up for diagnosis purposes.
NOTE:
At this point, readjust the engine idle

speed to 450-475 rpm in
"D"
range.

Road Warm Up

Drive the car approximately 5 miles with frequent

starts and stops.

NOTE:
At this point, make sure the engine idle

speed is set to 450-475 rpm in
"D"
range.

CHECKING FLUID LEVEL AND CONDITION

After transmission has been warmed up, check the

fluid level with the engine idling, parking brake set and

control lever in "N" (neutral). If the fluid level is low,

add fluid to bring level up to the full mark on gauge rod,

CAUTION: If fluid level is too high, fluid may

be aerated by the planet carrier. Aerated fluid

will cause turbulence in the converter which will

result in lost power, lower stall speed and lower

pressures in control circuits. Lower fluid level

to full mark, then shut off engine to allow air

bubbles to work out of fluid.

When checking oil level, aburned smell and discolora-

tion indicate burned clutches or bands and the transmis-

sion will have to be removed.

MANUAL LINKAGE

Manual linkage adjustment and the associated neutral

safety switch are important from a safety standpoint.

The neutral safety switch should be adjusted so that the

engine will start in the Park and Neutral positions only.

With the selector lever in the Park position, the park-

ing pawl should freely engage and prevent the vehicle

CHEVROLET CHASSIS SERVICE MANUAL

CLUTCH AND TRANSMISSIONS 7-37

LI.
- LI Range can be selected at any vehicle speed,

and the transmission will shift to second gear

and remain in second until vehicle speed is re-

duced to approximately 40 MPH, .depending on

axle ratio. LI Range position prevents the trans-

mission from shifting out of first gear.
It is very important that any communication concerning

the Turbo Hydra-Matic always contain the transmission

serial number and that all transmission parts returned

to Chevrolet Motor Division always be tagged with the

transmission serial number.

MAINTENANCE AND ADJUSTMENTS

TRANSMISSION FLUID

Transmission fluid level should be checked with trans-

mission warm and selector lever in "P" Park position,

every time engine oil level is checked or as specified in

Section 0 when engine oil is changed.

CAUTION: Since the Turbo Hydra-Matic trans-

mission is very sensitive to oil level, special

precautions should be taken when checking the

oil level, to insure against an overfifE

Transmission fluid should be changed as specified in

Section 0.

FLUID LEVEL INDICATOR

The fluid level indicator is located in the filler pipe at

the right rear corner of the engine. To bring the fluid

level from the add mark to the full mark add 1 pint.

Fluid level should be to the full mark with transmission

at normal operating temperature. With cold fluid the

level should be at the add mark or slightly below.

SHIFT CONTROL LINKAGE ADJUSTMENT

Adjust linkage as shown below and in Figure 2.

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 selector 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.

See schematic diagram.

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

Steps 2 and 6. -

l(h Readjust indicator needle if necessary to agree with

the transmission detent" positions. See Section 9.

11.
Readjust neutral safety switch if necessary to pro-

vide the correct relationship to the transmission de-

tent positions. See Section 12.

12.
When properly adjusted the following conditions must

be met by manual operation of the steering column

shift lever:

a. From reverse to drive position travel, the trans-

mission detent feel must be noted and related to

indicated position on dial.

b.
When in drive and reverse positions, pull lever

rearward (towards steering wheel) and then re-

lease. It must drop back into position with no

restrictions.

NEUTRAL SAFETY SWITCH ADJUSTMENT

The neutral safety switch must be adjusted so that the

car will start in the park or neutral position, but will not

start in the other positions. For replacement refer to

Section 12 of this Manual.

DRAINING AND REFILLING TRANSMISSION

Drain oil immediately after operation before it has had

an opportunity to cool.

To drain oil proceed as follows:

1.
Remove bottom pan attaching screws, pan, and gas-

ket.

2.
Remove oil strainer. Remove "O" ring seal from

pick-up pipe and discard.

3.
Discard strainer if dirty.

4.
Install new "O" ring seal on pick-up pipe and install

strainer and pipe assembly.

5.
Thoroughly clean bottom pan.

6.. Affix new gasket to bottom pan with petroleum jelly.

7.
Install bottom pan with attaching screws and torque

to specifications;

8. If only the pan has been removed, pour approximately

7-1/2 pints of fluid into the transmission. If the

valve body has also been removed use 9-1/2 pints.

After a complete overhaul approximately 19 pints

are required. Be sure container, spout, or funnel is

clean.

9. Start engine and let idle (carburetor off fast idle

step).
Place selector lever in P position and apply

hand brake.

10.
With transmission warm (approximately 150°F), add

fluid to bring level to full mark on indicator.

CAUTION: Do not overfill. Foaming will re-

sult.

CHEVROLET CHASSIS SERVICE MANUAL

CLUTCH AND TRANSMISSIONS 7-40

pipes.
If
care
is
taken
in
removing control valve

body
the six (6)
check balls will stay
in
place above

the spacer plate.

CAUTION:
Do not
drop manual valve.

5. Remove
the
governor pipes
and
manual valve from

control valve body.

Installation

Installation
of the
control valve body
is the
reverse
of

the removal.

GOVERNOR

Removal
.

1.
Remove governor cover attaching screws, cover,
and

gasket.

2.
Discard gasket.

3.
Withdraw governor assembly from case.

Installation

Installation
of the
governor assembly
is the
reverse
of

the removal.
Use a new
gasket under
the
governor

cover.

MODULATOR AND MODULATOR VALVE

Removal

1.
Remove modulator assembly attaching screw
and

retainer.

2.
Remove modulator assembly from case. Discard

"O"
ring seal.

3.
Remove modulator valve from case.

Installation

Installation
of the
modulator assembly
and
modulator

valve
is the
reverse
of the
removal.
Use a new
"O" ring

seal
on the
modulator assembly.
PARKING LINKAGE

Removal

1.
Remove bottom
pan and oil
strainer.

2.
Unthread
jam nut
holding detent lever
to
manual

shaft.

3.
Remove manual shaft retaining
pin
from case.

4.
Remove manual shaft
and jam nut
from case.

NOTE:
DO NOT
remove manual shaft seal
un-

less replacement
is
required.

5. Remove parking actuator
rod and
detent lever
as-

sembly.

6. Remove parking pawl bracket attaching screws
and

bracket.

7. Remove parking pawl return spring.

NOTE:
The
following steps should
not be com-

pleted unless part replacement
is
required.

8. Remove parking pawl shaft retainer.

9.
Remove parking pawl shaft,
cup
plug, parking pawl

shaft, and parking pawl.

Installation

Installation
of the
parking linkage
is the
reverse
of the

removal.
Use new
seal
and cup
plug,
if
removed,
and

new bottom
pan
gasket.

REAR SEAL

Removal

1.
Remove propeller shaft.

2.
Pry
seal
out
with screw driver.

Installation

1.
Using Tool J-5154
or
J-21359 install
new
seal.

2.
Re-install propeller shaft.

OTHER SERVICE WITH TRANSMISSION IN VEHICLE

The following operations when done
as
single opera-

tions
and not as
part
of a
general overhaul should,
as a

practical matter,
be
performed with
the
transmission
in

the.
vehicle. Refer
to the
"Transmission Disassembly

and Reassembly" section
of the
Overhaul Manual
for

service procedures.

a. Oil
filler pipe
and
"O"
ring seal.

b.
Oil pan
and
gasket.

c. Down shift solenoid
or
connector.
d. Valve body spacer plate, gasket
and
check balls.

e. Front accumulator piston.

f.
Rear servo
and
rear accumulator assembly.

g.
Rear band apply checking with Tool J-21370.

Ji.
Front servo assembly.

i. Speedo driven gear.

j.
Case extension
or
gasket.

k.
Strainer
and
"O"
ring.

TRANSMISSION REPLACEMENT

Before raising
the car,
disconnect
the
battery
and re-

lease
the
parking brake.

1.
Remove propeller shaft.
8.

2.
Disconnect speedometer cable, electrical lead to case
9.

connector, vacuum line
at
modulator,
and oil
cooler
10.

pipes.

3.
Disconnect shift control linkage.

4.
Support transmission with suitable transmission jack.
11.

5. Disconnect rear mount from frame crossmember.

6. Remove
two
bolts
at
each
end of
frame crossmember
12.

and remove crossmember.

7. Remove
oil
cooler lines, vacuum modulator line,
speedo cable,
and
detent solenoid connector wire
at

transmission.

Remove converter under
pan.

Remove converter
to
flywheel bolts.

Loosen exhaust pipe
to
manifold bolts approximately

1/4
inch,
and
lower transmission until jack
is
barely

supporting
it.

Remove transmission
to
engine mounting bolts
and

remove
oil
filler tube
at
transmission.

Raise transmission
to its
normal position, support

engine with jack
and
slide transmission rearward

from engine
and
lower
it
away from vehicle.

CHEVROLET CHASSIS SERVICE MANUAL