1967 CHEVROLET CAMARO ignition

ENGINE 6-37

Fig.
27V—Removing Camshaft

4.
Set dial indicator on zero, then rotate the damper

slowly, or attach an auxiliary starter switch and

"bump" the engine over, until the push rod is in the

fully raised position.

CAUTION: The primary distributor lead must

be disconnected from the negative post on the

coil and the ignition switch must be in the on

position. Failure to do this will result in a dam-

aged grounding circuit in the ignition switch.

5.
Compare the total lift recorded from the dial indica-

tor with specifications.

6. Continue to rotate the crankshaft until the indicator

reads zero. This will be a check on the accuracy of

the original indicator reading.

7.
If camshaft readings for all lobes are within specifi-

cations, remove dial indicator assembly.

8. Install and adjust valve mechanism as outlined.

Removal

1.
Remove valve lifters as outlined.

2.
Remove crankshaft front cover as outlined.

3.
Remove grille as outlined in Section 13.

4.
Remove fuel pump push rod as outlined * in Sec-

tion 6M.

5.
Complete camshaft removal as follows:

CAUTION: All camshaft journals are the same

diameter and care must be used in removing

camshaft to avoid damage to bearings.

Remove camshaft sprocket to camshaft bolts then

remove sprocket and timing chain together. Sprocket

is a light fit on camshaft. If sprocket does not come

off easily a light blow on the lower edge of the

sprocket (with a plastic mallet) should dislodge the

sprocket.

Install two 5/16" - 18 x 4" bolts in camshaft bolt

holes then remove camshaft (fig. 27V).

Installation

NOTE: Whenever a new camshaft is installed
CONVERTER

BOLT AREA -

DEPRESSED

SYNCHROMESH
RING

GEAR

TRANS.,

AUTOMATIC

Fig.
28V - Flywheel Installation (Typical)

coat camshaft lobes with Molykote or its

equivalent.

1.
Lubricate camshaft journals with engine oil and in-

stall camshaft.

2.
Install timing chain on camshaft sprocket. Hold the

sprocket vertical with the chain hanging down, and

orient to align marks on camshaft and crankshaft

sprockets. Refer to Figure 20V.

3.
Align dowel in camshaft with dowel in hole in cam-

shaft sprocket then install sprocket on camshaft.

Refer to Figure 25V.

4.
Draw the camshaft sprocket onto camshaft using the

mounting bolts. Torque to specifications.

5.
Lubricate timing chain with engine oil.

6. Install fuel pump push rod as outlined in Section 6M.

7.
Install grille as outlined in Section 13.

8. Install crankcase front cover as outlined.

9. Install valve lifters as outlined.

FLYWHEEL

Removal

With transmission and/or clutch housing and clutch

removed from engine, remove the flywheel.

Installation

1.
Clean the mating surfaces of flywheel and crankshaft

to make certain there are no burrs.

2.
Install flywheel on crankshaft and position to align

dowel hole of crankshaft flange and flywheel (fig.

28V).

NOTE: On Automatic Transmission equipped

engines, the flywheel must be installed with the

flange collar to transmission side (fig. 33V).

ENGINE MOUNTS

Engine mounts (fig. 34V) are the nonr adjustable type

and seldom require service. Broken or deteriorated

mounts should be replaced immediately, because of the

added strain placed on other mounts and drive line

components.

Front Mount Replacement

1.
Remove nut, washer and engine mount through-bolt.

2.
Raise engine to release weight from mount.

3.
Remove mount from engine.

CHEVROLET CHASSIS SERVICE MANUAL

ENGINE FUEL 6M-11

dripping fuel, but a leak on the suction would not be ap-

parent except for its effect of reducing volume of fuel on

the pressure side.

1.
Tighten any loose line connections and look for bends

or kinks in lines.

2.
Disconnect fuel pipe at carburetor. Disconnect dis-

tributor to coil primary wire so that engine can be

cranked without firing. Place suitable container at

end of pipe and crank engine a few revolutions. If

little or no gasoline flows from open end of pipe then

fuel pipe is clogged or pump is inoperative. Before

removing pump disconnect fuel pipe at gas tank and

outlet pipe and blow through them with an air hose

to make sure they are clear. Reconnect pipes and

retest while cranking engine.

CAUTION: Whenever the engine is cranked re-

motely at the starter, with a special jumper

cable or other means, the primary distributor

lead must be disconnected from the negative

post on the coil and the ignition switch must be

in the "ON" position. Failure to do this will

result in a damaged grounding circuit in the

ignition switch.

3.
If fuel flows from pump in good volume from pipe

at carburetor, check fuel delivery pressure to be

certain that pump is operating withint specified limits

as follows:

a. Attach a fuel pump pressure test gauge to dis-

connect end of pump to carburetor pipe.

b.
Run engine at approximately 450-1,000 rpm (on

gasoline in carburetor bowl) and note reading on

pressure gauge.

c. If pump is operating properly the pressure will

be within specifications and will remain constant

at speeds between 450-1,000 rpm. If pressure

is too low, too high, or varies materially at dif-

ferent speeds, the pump should be replaced.

Removal

1.
Disconnect fuel inlet and outlet pipes at fuel pump.
Fig.
2P-Installing 283, 327, 350 V8 Engine Fuel Pump

2.
Remove fuel pump mounting bolts and remove pump

and gasket.

3.
On V8 engines; if push rod is to be removed, remove

pipe plug then remove push rod (396 and 427 cu. in.

engines), remove fuel pump adapter and gasket then

remove push rod (283 and 327 cu. in. engines).

4.
If a new fuel pump is to be installed, transfer

fittings.

Installation

1.
On V8 engines; if removed, install fuel pump push

rod and pipe fitting or fuel pump adapter. Use.

gasket sealer on gasket or pipe fitting.

2.
Install fuel pump using a new gasket and tighten

securely. Use sealer on fuel pump mounting bolt

threads.

NOTE:
On V8 engines, a pair of mechanical

fingers may be used to hold fuel pump push rod

up while installing fuel pump (fig. 2P).

3.
Connect fuel pipes to pump.

4.
Start engine and check for leaks.

CHEVROLET CHASSIS SERVICE MANUAL

ENGINE-ELECTRICAL 6Y-7

CHARGING SYSTEM

INDEX

Page

General Description . 6Y-7

Maintenance and Adjustments 6Y-9

Static Checks . 6Y-10

System Condition Check and Voltage

•Regular Adjustment. 6Y-10

General Output 6Y-11

Generator Diode and Field Test 6Y-12

Indicator Lamp-Initial Field Excitation

Circuit Tests . 6Y-12
Page

Field Circuit Resistance Wire Tests 6Y-13

Field Relay Test and Adjustment 6Y-14

Other Harness Checks 6Y-14

Service Operations 6Y-14

Generator 6Y-14

Removal and Installation 6Y-14

Pulley Replacement. 6Y-14

Brush Replacement (6" Delcotron). 6Y-15

Double Contact Regulator . . . . . . 6Y-16

GENERAL DESCRIPTION

The charging system includes the battery, generator,

regulator, telltale light, and necessary wiring to connect

these components. The Delcotron is offered as standard

equipment, although there are various capacities avail-

able on all models.

The Delcotron continuous output A.C. generator (fig.

lc) consists of two major parts, a stator and a rotor. The

stator is composed of a large number of windings as-

sembled on the inside of a laminated core that is attached

to the generator frame. The rotor revolves within the

stator on bearings located in each end frame. Two

brushes are required to carry current through the two

slip rings to the field coils wound concentric with the

shaft of the rotor. Six rectifier diodes are mounted in the

slip ring end frame and are joined to the stator windings

at three internally located terminals.

Diodes are mounted in heat sinks to provide adequate

heat dissipation. The six diodes replace the separately
mounted rectifier as used in other types of application.

The diodes change the Delcotron A.C. current to D.C.

current.

Two regulators (fig. 2c) are available on the 1967 vehi-

cles,
a double contact two unit type and a transistor

regulator. The function of these regulators in the charg-

ing system is to limit the generator voltage to a pre-set

value by controlling the generator field current. Both

regulators have an internal field relay unit. The relay

unit allows the telltale lamp to light (as a bulb check)

with the ignition key on and engine not running. When the

engine is started and the generator begins to charge, the

indicator light goes out indicating that the system is op-

erating normally.

The double contact regulator, when used with the

special 63 amp air conditioning model generator (4 ohm

field coil) uses a field discharge diode internally in the

field circuit (figs. 3c and 4c). The added diode adapts the

BRUSH AND

TERMINAL

ASSEMBLY

SLIP RINGS
SLIP RING

END FRAME

_\

THRU

BOLT
DRIVE END

FRAME

BEARING

BEARING

DIODES

ROTOR

5.5" SERIES ID DELCOTRON
STATOR

ASSEMBLY
GREASE

RESERVOIR

BRUSH

FAN ASSEMBLY

6.2" SERIES 2D TYPE 150 DELCOTRON

Fig.
lc—Delcotron Cross-section View

CHEVROLET CHASSIS SERVICE MANUAL

ENGINE-ELECTRICAL 6Y-9

63 AMP 1

MODELS ONLY'
BATTERY FUSIBLE

LINK
HORN

FUSIBLE LINK'
TRANSISTOR
FUSIBLE LINK'

Fig.
4c— Circuitry - Voltage Regulator Assemblies (Corvette)

Engine compartment wiring harness incorporates sev-

eral fusible links. Each link is identified with its gage

size. A fusible link is a length of special wire (normally

four wire gages smaller than the circuit it is protecting)

used in wiring circuits that are not normally fused, such

as the ignition circuit. The same size wire with a hypalon

insulation must be used when replacing a fusible link.

The links are:

1.
The pigtail lead at the battery positive cable (except

Corvette) is a 14 gage, brown fusible link protecting

the 10 gage battery charging circuit. This wire is an

integral part of the battery cable assembly and serv-

icing requires replacing the complete battery cable

assembly. On Corvette models this link is installed

as a molded splice at the solenoid "Bat" terminal

and servicing requires splicing in a new link.

2.
A 16 gage black fusible link is located at the horn
4.
relay to protect all unfused wiring of 12 gage or

larger. It is installed as a molded splice and serv-

icing requires splicing in a new link.

The generator warning light and field circuitry (16

gage wire) is protected by a fusible link (20 gage

orange wire) used in the "battery feed to voltage

regulator #3 terminal" wire. The link is installed as

a molded splice in the generator and forward lamp

harness and is serviced by splicing in a new 20 gage

wire as required.

The ammeter circuit on all models is protected by

two orange, 20 gage wire fusible links installed as

molded splices in the circuit at the junction block or

the solenoid "Bat" terminal (Corvette only) and at

the horn relay. Each link is serviced by splicing in a

new 20 gage wire as required.

MAINTENANCE AND ADJUSTMENTS

At regular intervals, inspect the terminals for cor-

rosion an4 loose connections, and the wiring for frayed

insulation. Check mounting bolts for tightness. Check the

drive belt for alignment, proper tension and wear. Be-

cause of the higher inertia and load capacity of the rotor

used in A.C. generators, PROPER BELT TENSION is

more critical than on D.C. generators.

Since the Delcotron and its companion regulator are

designed for use on negative polarity systems only, the

following precautions must be observed. Failure to ob-

serve these precautions may result in serious damage to

the charging system.

1.
When installing a battery, always make absolutely

sure the ground polarity of the battery, generator and

regulator is the same.

2.
When connecting a booster battery, make certain to

connect the correct battery terminals together.

3.
When connecting a charger to the battery, connect the

correct charger leads to the battery
%
terminals.

4.
Never operate the generator on an uncontrolled open
TO SOLENOID

BAT ACC RES. WIRE

Fig.
5c—Typical Wiring Diagram Showing Lead Connections

CHEVROLET CHASSIS SERVICE MANUAL

ENGINE-ELECTRICAL 6Y-10

circuit. Make absolutely certain all connections in

the circuit are secure.

5.
Do not short across or ground any of the terminals

on the generator or regulator.

6. Do not attempt to polarize the generator.

7.
Do not disconnect lead at generator without first dis-

connecting battery ground cable.

Trouble in the A.C. charging system will usually be

indicated by one or more of the following conditions:

1.
Faulty indicator lamp or ammeter operation.

2.
An undercharged battery (usually evidenced by slow

cranking speeds).

3.
An overcharged battery (usually evidenced by exces-

sive battery water usage).

4.
Excessive generator noise or vibration.

Described below are a series of on-the-vehicle quick

checks which are designed to assist the service tech-

nician in locating troubles within the various components

of the engine electrical system. Additional checks, ad-

justments and overhaul procedures of these components

are also described in the "Charging Systems—Service

Operations Section" and should be referred to as

necessary.

STATIC CHECKS

Before making any electrical checks, perform the fol-

lowing static checks:

1.
Check for loose fan belt.

2.
Check for defective battery. (Refer to Battery).

3.
Inspect all connections, including the slip-on con-

nectors at the regulator and Delcotron.

NOTE: Do not short field to ground to check if

generator is charging since this will seriously

damage the charging system.

SYSTEM CONDITION TEST

This test is used .to indicate the overall condition of the

charging system (both good and defective) and to isolate

the malfunctioning unit if the system is defective.

NOTE: On Corvette models difficulty may be

encountered -when attempting to make the re-
quired test connections at the voltage regulator.

It is advisable to remove the regulator from its

mounting location to perform the necessary con-

nections at the regulator for the following tests

but make sure unit is grounded.

1.
With ignition off, perform the prescribed Static

Checks outlined in this section. Then set hand brake

and shift transmission
into
neutral.

2.
Connect a voltmeter from junction block relay to

ground at regulator base.

CAUTION: Be sure meter clip does not touch a

resistor or terminal extension under regulator,

3.
Connect a tachometer on engine.

4.
Models equipped with Indicator Lamp: Turn ignition

switch on "ON" position and check indicator lamp.

If lamp fails to glow, perform appropriate tests and

corrections (Indicator Lamp Circuit Tests) before

continuing.

Models equipped with Ammeter: Turn ignition

switch to "ACC" with an accessory on and check

ammeter. If ammeter fails to read discharge, check

ammeter circuit before continuing.

5.
Models equipped with Indicator Lamp: If lamp glows,

start the engine and run' it at 1500 rpm or above.

Check indicator lamp. If lamp fails to go out, per-

form appropriate test and corrections (Indicator

Lamp Circuit Test) before continuing.

Models equipped with Ammeter: If ammeter reads

discharge, start the engine and observe ammeter. If

meter fails to move toward charge (from original

position), perform appropriate test and corrections

(Field Circuit Tests) before continuing.

NOTE: At this point a field circuit has been

established and any other problem will lie in

generator or regulator.

6. Turn on high-beam headlights and heater blower

motor to high speed, run engine at or above 1500

rpm (for a few minutes, if necessary) and read the

voltage on meter.

AIR GAP

ADJUSTING NUT

ONLY

ADJUSTING SCREW

(Turn To Adjust

Voltage Setting)

Fig.
6c—Adjusting Voltage Setting

CHEVROLET CHASSIS SERVICE MANUAL

ENGINE-ELECTRICAL 6Y-J2

Fig.
8c—Ammeter Method Test Connections

10.
Turn off ignition, disconnect battery ground cable,

and remove all test equipment.

11.
li the Delcotron meets the test specifications, the

problem is not in the generator.

12.
Ti the Delcotron fails to meet the test specifications,

remove it and perform bench tests and make repair

needed.

DELCOTRON DIODE AND FIELD TEST (Fig. 9c)

NOTE:
These tests will indicate good,, shorted

or open field or shorted diode but will not indi-

cate a failed open diode. If output was low and

following tests show good, refer to service op-

erations to determine cause and repair.

1.
Disconnect battery ground cable at battery.

2.
Positive diodes (Test A) connect an ohmmeter be-

tween "R" terminal and "BAT" terminal and note

Fig.
9c-Deicotron Diode and Field Test
reading, then reverse the leads at same terminals

and note this reading. Meter should read high re-

sistance in one direction and low in the other.

3.
Negative diodes (Test B) connect ohmmeter between

"R" terminal and "GRD" and note reading, then

reverse the leads and note this reading. Meter

should read high in one direction and low in the

other.

NOTE:
A high or low reading in both directions

indicates a defective diode.

4.
Open Field Check:

a. Connect an ohmmeter from "F" terminal to

"GRD"
terminal stud and note reading on the

lowest range scale. Meter should read 7 to

20 ohms.

b.
If meter reads zero or excessively high resist-

ance, the Delcotron is faulty.

5. If above tests indicate a defective Delcotron, remove

and completely check Delcotron as outlined under

''Service Operations".

INDICATOR LAMP/INITIAL FIELD

EXCITATION CIRCUIT TESTS (Fig. 10c)

On standard models the indicator lamp circuit provides

initial field excitation (causing lamp to glow). The light

is cancelled by closing the field relay which applies bat-

tery voltage to both sides of bulb (bulb goes out).

The indicator light should glow when ignition switch is

"ON"
and go out almost immediately when engine starts.

Ammeter equipped vehicles use the same initial field

excitation and control circuits as the indicator lamp ex-

cept the lamp is omitted. The continuity tests on both

type vehicles can be made as follows:

If Lamp Fails to Glow or Ammeter Fails to

Function the Possible Causes are:

1.
Faulty bulb or bulb socket.

2.
Faulty ammeter.

3.
An open circuit in wiring, regulator, or field.

4.
A shorted positive diode—(may also cause glow with

ignition switch "OFF").

TEST AS FOLLOWS:

1.
Disconnect connector from regulator and turn

ignition switch to "ON". Connect a test lamp from

connector terminal "4" to ground (fig. 10c, Step 1)

and note test lamp.

a. Lamp fails to glow—check for faulty bulb, socket

or open circuit between switch and regulator con-

nector. Repair as needed.

b.
Light goes on—failure is in regulator, Delcotron,

or wire between "F" terminals on regulator and

Delcotron. Go to Step 2.

2.
Disconnect lamp lead at ground end and connect be-

tween connector "F" and "4" terminals (fig. 10c,

Step 2), and note lamp:

a. Test Lamp glows—problem is in regulator. An

open circuit in regulator or relay is stuck dosed.

See "Service Operations" for repair.

b.
Fails to glow—problem is in wire between "F"

terminals on generator and regulator or infield

windings. Go to Step 3.

3.
Disconnect test lamp at connector "F" terminal and

CHEVROLET CHASSIS SERVICE MANUAL

ENGINE-ELECTRICAL 6Y-13

F 2 3 4

f 2 3 4

F 2 3 4

Fig.
10c—Initial Field Excitation Circuit Tests

connect to "F" terminal on Delcotron (fig. 10c,

Step 3), and note lamp:

a. Lamp glows-an open circuit in wire between "F"

terminals—correct as needed.

b.
Fails to glow—Delcotron field has open circuit,

see "Service Operations" to repair %

If Lamp Fails to Go Out, or if Ammeter Shows

Discharge the Possible Causes are:

1.
Loose drive belt—adjust as necessary.

2.
Faulty field relay—(see relay test and adjustment).

3.
Defective Delcotron—(see Delcotron output test).

4.
At normal idle—parallel resistance wire open (see

Resistance test). On ammeter models the initial

field excitation wire to "ACC" terminal is open.

5. Switch off—positive diode shorted (see Diode test).

FIELD CIRCUIT RESISTANCE

WIRE CHECKS

The resistance wire is an integral part of the ignition

harness. However, the resistance wire is not solderable;

it must be spliced with a crimp-type connector. It is

rated at 10 ohms, 6.25 watts minimum.

The check for an open resistor or field excitation wire

(connected to the ignition switch "ACC" terminal) is as

follows:

1.
Connect a test lamp from the wiring harness con-

nector terminal "4" to ground as shown in Figure

10c (Step 1).

2.
Turn the ignition switch to the "ON" position and

note test bulb.

a. Test lamp glows—resistance is O.K.

b.
Test lamp does not glow—the resistor is open

circuited—note also that dash lamp does not glow

during this test because series resistance of the

2 bulbs causes amperage to be too low.
VOLTMETER

3 4

WIRING*
HARNESS

CONNECTOR

Fig.
11c—Testing Field Relay

CHEVROLET CHASSIS SERVICE MANUAL

ENGINE-ELECTRICAL 6Y-14

VOLTMETER

WIRING HARNESS

CONNECTOR

Fig.
12c—Field Relay Closing Voltage Test

FIELD RELAY CHECKS AND ADJUSTMENT

To check for a faulty relay proceed as follows:

1.
Connect a voltmeter into the system at the regulator

No.
2 terminal to ground (fig. lie).

2.
Operate the engine at fast idle (1500 to 2000 rpm) and

observe voltmeter reading.

3.
If voltmeter shows zero voltage at regulator, check

circuit between No. 2 terminal on regulator to "R"

terminal on Delcotron.

4.
If voltage at regulator exceeds closing voltage
Fig.
13c—Adjusting Field Relay Closing Voltage

specification and light remains on, regulator field

relay is faulty (Refer to specifications). Check and

adjust regulator as follows:

CLOSING VOLTAGE ADJUSTMENT

•1.
Make connections as shown in Figure 12c using a 50

ohm variable resistor.

NOTE: This gives us a variable resistance in

series from a hot lead to the relay coil.

2.
Turn resistor to "open" position.

3.
Turn ignition switch off.

4.
Slowly decrease resistance and note closing voltage

of the relay. Adjust by bending heel iron in the man-

ner illustrated in Figure 13c.

OTHER HARNESS CHECKS

Other wires in the charging system harness need be

checked for continuity by use of an ohmmeter or a test

ligjit (12 Volt). Connect the test so the wire in question is

in series in the test circuit.

SERVICE OPERATIONS

Service Procedures described in this section are for

the 5.5" aluminum and 6.2" perforated stator Delcotrons

(fig. 14c). Where important differences are encountered

separate mention will be made of the two generators.

GENERATOR

REMOVAL AND INSTALLATION

1.
Disconnect the battery ground strap at battery to

prevent damaging diodes.

2.
Disconnect wiring leads at Delcotron.

3.
Remove generator brace bolt, (if power steering

equipped, loosen pump brace and mount nuts) then

detach drive belt (belts).

4.
Support the generator and remove generator mount

bolt (6.2" Delcotron uses 2 mount bolts) and remove

from vehicle.
5.
Reverse the removal procedure to install then adjust

drive belt.

PULLEY REPLACEMENT

5.5" Delcotron

Single Groove Pulley

1.
Place 15/16" box wrench on retaining nut and insert

a 5/16" alien wrench into shaft to hold shaft while

removing nut (fig. 15c).

2.
Remove washer and slide pulley from shaft.

3.
Reverse Steps 1 and
2
to install, use a torque wrench

with a crow-foot adapter (instead of box wrench) and

torque the nut to 50 ft. lbs. (fig. 16c).

Double Groove Pulley

1.
Place a 15/16" socket (with wrench flats on the drive

CHEVROLET CHASSIS SERVICE MANUAL