1967 CHEVROLET CAMARO length

CORVETTE BODY 1B-44

VIEW A

VIEW B

Fig.
97—Weatherstrip and Drip Moldings

1.
Headlining

2.
Roof Panel

3. Cap

4.
Drip Molding -

Side
5. Weatherstrip Assembly

- Inner Side

6. Weatherstrip Assembly

- Retaining Screw
7. Weatherstrip Assembly

- Retaining Screw Special

8. Weatherstrip Assembly

- Outer
9. Weatherstrip Assembly - Inner Forward

10.
Drip Molding - Forward

11.
Retainer - Weatherstrip Assembly,

Outer

Installation

1.
Wipe roof panel with a Xylol solvent such as 3M

Adhesive cleaner or equivalent, should be used to

remove or smooth but excess old cement. Apply

solvent and allow to soak before rubbing.

2.
Where possible, install new cover at room tempera-

ture (approximately 72 s) to permit easier fitting and

removing of wrinkles from the cover assembly.

3.
Determine center line of roof panel by marking

center points on front of hard top and back window

opening. Fold cover lengthwise. Lay cover on roof

panel. Determine overhang (approximately 1").

4.
Apply nitrile non-staining vinyl trim adhesive (such

as 3M Vinyl Trim Adhesive) to the ropf panel ad-

jacent to center line of fabric roof cover. *

5V Application of nitrile vinyl trim cement should be as

thin as possible. An excessive amount of cement may

result in trapped solvents (blisters) between fabric
cover and roof panel. A mohair roller should be used

for thin adhesive application.

NOTE:
If nitrile non-staining cement is not

available, neoprene type non-staining weather-

strip cement (3M weatherstrip cement or

equivalent) may be used.

6. Apply cement to entire fabric roof cover.

NOTE:
Allow approximately 15 minutes for

7.
cement to dry.

Fold vinyl cover back to contact adhesive on roof

panel. Vinyl cover seam must be parallel to center-

line of vehicle.

8. Repeat above steps for opposite side of
roof.

9. Use suitable spatula or roller to remove wrinkles

and/or bubbles from vinyl cover.

10.
Trim excess vinyl around entire top to provide a

CHEVROLET CHASSIS SERVICE MANUAL

SECTION 2

FRAME

INDEX

Page

General Description 2-1

Chevrolet 2-1

Cheveile '. 2-1

Repair Procedures 2-1
Page

Checking Frame Alignment 2-1

Car Preparation 2-1

Tramming Sequence 2-1

Reference Point Dimensions 2-1

GENERAL DESCRIPTION

CHEVROLET AND CHEVELLE

Frames used on Chevrolet and Cheveile lines are basi-

cally the same, consisting of full length right and left

side members joined laterally by crossmembers. Sev-

eral different frames are used in each line to meet the

various vehicle size and function requirements but the

basic shape for each line remains the same. Differences

between frames in a given line exist only in metal gauge,

part size and numbers of parts necessary to meet the

particular structural requirements of the models

involved.

CORVETTE

The Corvette frame is a rigid perimeter unit, with five
crossmembers. From the rear kick-up forward, trap-

azoidal shaped, closed side members outline and protect

the passenger compartment. At the cowl area, the side

members curve inward in a sweeping "S" shape, to pro-

vide a sturdy foundation for the engine mounts and clear-

ance for front wheel movement. From the kick-up

rearward, box-sectioned side rails provide fore and aft

support for the rear axle and suspension. Lateral sup-

port is provided by five variously shaped welded-in

crossmembers, including the front unit, which formerly

was bolted-in.

CHEVY II AND CAMARO

Underbody alignment checking procedures will be found

in the Body Service Manual.

REPAIR PROCEDURES

CHECKING FRAME ALIGNMENT

Vehicles involved in an accident of any nature which

might result in a "swayed" or "sprung" frame should

always be checked for proper frame alingment in addi-

tion to steering geometry and wheel alignment.

CAR PREPARATION

Preparing the car for the frame alignment check in-

volves the following:

1.
Place the car on level surface.

2.
The weight of the car should be supported at the

wheel locations.

3.
A visual damage inspection should be made to elim-

inate needless measuring. Obviously damaged or

misaligned areas can often be located by sight.

TRAMMING SEQUENCE

When checking a frame for alignment in case of dam-

age,
the first step is horizontal "X" checking with a

tram from similar given points on opposite side of the

frame.

Frame alignment checks on all models should be made

with the tram points set at the center of each locating

point indicated and the cross bar level to insure

accuracy.

When "X" checking any section of the frame, the

measurements should agree within 3/16". If they do not,
it means that corrections will have to be made.

If a tram gauge is not available, the "plumb bob"

method of checking may be used. To assure any degree

of accuracy when using this method, the vehicle should

be on a level floor.

By using this method, it is only necessary to have a
#

piece of cord attached to an ordinary surveyor's plumb

bob.
When measuring the distance between two points,

the free end of the cord should be placed on the reference

point allowing the plumb bob to hang on the floor. A check

mark should be made on the floor just under the tip of

the plumb bob. This operation should be repeated at all

reference points. With these points located on the floor,

they may easily be measured with a rule.

The second step is checking the vertical dimensions

from the datum plane to the points to be trammed. With

the proper settings the tram bar will be on a plane

parallel to that of the frame. The exception to this would '

be when one of the reference locations is included in the

misaligned area; then the parallel plane between the

frame and the tram bar may not prevail. After com-

pletion of the repairs, the tram gauge should be set at

the specified dimension to check the accuracy of the re-

pair operation.

ALIGNMENT REFERENCE POINT DIMENSIONS

Dimensions to holes are measured to dead center of

the holes and flush to the adjacent surface metal.

CHEVROLET CHASSIS SERVICE MANUAL

FRONT SUSPENSION 3-6

Fig.
8 - Caster and Camber Adjustments - Chevy

To adjust for caster and camber, loosen the upper sup-

port shaft to crossmember nuts, add or subtract shims as

required and retighten nuts.

NOTE:
Caster and camber can be adjusted in

one operation.

Caster and camber specifications will be found in the

last section of this book.

Chevrolet and Chevy II

The caster angle is adjusted by turning the two niits at

the front of the lower control arm strut rod (figs. 7 and

8).
Shortening this rod will increase caster. Lengthen-

ing will decrease caster.

Camber angle is adjusted by loosening the lower con-

trol arm pivot bolt and rotating the cam located on this

pivot. This eccentric cam action will move lower control

arm in or out, thereby varying camber.

Steering Axis Inclination Adjustment

"Camber" is the outward tilt of the wheel and "steering

axis inclination" is the inward tilt of the knuckle. Cam-

ber cannot be changed without changing steering axis

inclination. Correct specifications willbe found at the

end of this section. If, with the camber correctly ad-

justed, the steering axis inclination does not fall within

the specified limits the knuckle is bent and should be

replaced.

If a new knuckle is installed, caster, camber and toe-in

must be readjusted.

Toe-In Adjustment

Toe-in, the inward pointing of both front wheels, is

checked with the wheels in the straight ahead position. It

is the difference of the distance measured between the

extreme front and the distance measured between the ex-

treme rear of both front wheels. Correct toe-in specifi-

cations will be found at the end of this section.
NOTE:
Toe-in must be adjusted after caster

and camber adjustment.

A. If the equipment being used measures the toe-in of

each wheel individually:

1.
Set the steering gear on the high point, mark 12

o'clock position on the steering shaft and position

the steering wheel for straight ahead driving.

2.
Loosen the clamp bolt at each end of each tie rod

and adjust to the total toe-in as given in the speci-

fications at the end of this book.

B.
If a tram gauge is being used, proceed as follows:

1.
Set the front wheels in the straight ahead position.

2.
Loosen the clamp bolts on one tie rod and adjust

for the proper toe-in as given in the specifications

at the end of this book.

3.
Loosen the clamp bolts on the other tie rod. Turn

both rods the same amount and in the same direc-

tion to place the steering gear on its high point and

position the steering wheel in its straight ahead

position.

C.
After the adjustment has been made:

1.
a. Chevrolet—Position inner tie rod clamp bosses

forward to 90° down to avoid stabilizer link bolt

interference.

b.
Chevelle—Position the tie rod clamp bosses

down to 45?° forward to avoid interference.

c. Chevy II--Position the outer tie rod clamp

bosses forward and not more than 45° up or

down from horizontal to avoid interference.

Inner clamps forward and vertical.

d. Corvette--Position inner tie rod clamps with

bolt horizontal and down. Position outer clamps

with bolt vertical and to the rear.

e. Camaro—Position inner tie rod clamps with

open end of clamp and slot in line. Position

relative to ground unimportant. Position outer

clamps with bolt top and 30° either side of ver-

tical. Position relative to slot unimportant.

RIDING HEIGHT AND COIL SPRING SAG

The following check will quickly determine whether or

CHEVROLET CHASSIS SERVICE MANUAL

REAR SUSPENSION AND DRIVE LINE
4-4

PROPELLER SHAFT

CARRIER FRONT SUPPORT
CAMBER CAM CONTROL ARM

Fig. 5—Corvette Rear Suspension and Driveline Components

rubber mounted to the frame at three points, with the .

strut rods, drive shafts and torque control arms forming

the three links at each wheel, and a transversely mounted

multi-leaf spring (fig. 5).

The bbx section trailing torque control arms are

mounted at the forward end into frame side member

openings through pivot bolts and rubber bushings, and

extend rearward to connect to the leaf spring. The

wheel spindles and spindle supports are attached to the

torque arms through four bolts pressed into the arm.

Rear wheel toe-in angle is adjusted through the use of

variable thickness shims inserted between the torque

arm and the frame side member web at the forward

pivoting joint.

The rear wheel spindles are driven through double

"U"
jointed, tubular driveshafts which are flange mount-

ed to a splined spindle flange at their outboard end and

bolted to the differential side gear yokes at their in-

board end. Wheel spindle support houses the inner and

outer tapered roller bearings, two to each wheel. Bear-

ing adjustment is made through the use of a spacer and

variable thickness shims between the bearings.

The spindle supports also incorporate integrally
forged, fork-shaped mounting brackets to accept the

outer ends of the rubber-bushed strut rods. The strut

rods are mounted laterally from the spindle support to

a bracket bolted to the lower surface of the axle car-

rier. The strut rod connection at this point is with an

eccentric cam arrangement and provides for rear wheel

camber adjustment.

The direct, double-acting shock absorbers are at-

tached at the upper eye to a frame bracket and at the

lower eye to the strut rod mounting shaft which incor-

porates a threaded stud for. the shock absorber lower

eye.

The transversely mounted multi-leaf spring is clamp

bolted at the center section to a lower mounting surface

on the differential carrier cover. The outer ends of the

main leaf are provided with a hole through which the

spring is link bolted to the rear of the torque control

arms.
The spring assembly is provided with full length

liners.

An optionally available stabilizer shaft attaches to the

upper rear section of the torque arms, and stretches

rearward where it is connected to the frame by two

rubber-bushed mounting brackets.

MAINTENANCE AND ADJUSTMENTS

Periodic maintenance and adjustments are not required

for the rear suspension components. The suspension

system should be checked for shock absorber action,
condition of suspension bushings, tightness of suspension

attaching bolts and an overall visual inspection of com-

ponents for defects.

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

REAR SUSPENSION AND DRIVE LINE 4-39

Fig.
103—Removing Bearing Caps

these joints are disassembled, repack bearings

and lubricate reservoir at end of trunnions with

high-melting point wheel bearing lubricant and

replace the dust seals.

1.
Remove bearing lock rings from trunnion yoke.

2.
Support trunnion yoke on a piece of 1-1/4" I.D. pipe

on an arbor bed.

NOTE:
Due to length of the propeller shaft it

may be more convenient to use a bench vise,

for removal and installation, instead of an arbor

press.
In this case, proceed with disassembly

and assembly procedure as with an arbor press.

3.
Using a suitable socket or rod, press trunnion down

far enough to drive bearing cup from yoke (fig. 103).

4.
Remove dust seals from trunnion, clean and inspect

bearing rollers and trunnion. Relubricate bearings

with a lithium base chassis lubricant.

NOTE:
In addition to packing the bearings,

make sure that the lubricant reservoir at the

end of each trunnion is completely filled with

lubricant. In filling these reservoirs, pack lu-

bricant into the hole so as to fill from the

bottom. This will prevent air pockets and ensure

an adequate supply of lubricant.

5. Place new dust seals on trunnions - cavity of seal

toward end of trunnion - then position Tool J-21548
over end of trunnion and into cavity portion of seal.

Press seal onto trunnion until tool bottoms against

trunnion (fig. 104). .

NOTE:
Installation of seal is critical to proper

sealing - use specified tool during installation to

prevent seal distortion and to assure proper

seating of seal on trunnion.

6. Partially install one bearing cup into yoke. Place

trunnion in yoke and into bearing cup. Install other

bearing cup and press both bearing cups into yoke

(fig. 105) being careful to keep trunnion aligned in

bearing cups.

7. Press bearing cups far enough to install lock rings,

and install lock rings.

Installation

1.
Inspect yoke seal in the transmission and replace, if

necessary, as described in the transmission section.

2.
Insert propeller shaft front yoke into transmission.

NOTE:
On Corvette models, install front yoke

into transmission then position propeller shaft

between yoke and companion flange; install "U"

bolts to front yoke.

3.
Align propeller shaft with companion flange, using

reference marks established in "Removal" pro-

cedure, connect the rear universal joint by installing

"U"
bolt clamps over bearing trunnions - torque

nuts to specifications.

Fig.
104—"U" Joint Trunnion Seal installation
Fig.
105—Installing Bearing Cup and Trunnion

CHEVROLET CHASSIS SERVICE MANUAL

BRAKES 5-7

LATCH PLATE

DIE BLOCK

TUBE
UPSET FLARE PUNCH

RAM GUIDE

STOP PLATE

Fig.
13—Flaring Operation--Position ing Tubing

2.
Remove the tubing from the die block and deburr

the inside and outside edges.

3.
Install compression couplings on tubing and dip end

of tubing to be flared in hydraulic fluid. This lubri-

cation results in better formation of the flare.

4.
Place on-half of the die blocks in the tool body with

the counterbored ends toward the ram guide. Now

lay the tubing in the block with approximately 1/2"

protruding beyond the end.

Fit the other half of the block into the tool body,

close the latch plate and tighten the nuts "finger

tight".

5. Select the correct size upset flare punch. One end

of this punch is counterbored or hollowed out to

gauge the amount of tubing necessary to form a

double lap flare. Slip the punch into the tool body

with the gauge end toward the die blocks. Install the

ram; then tap lightly until the punch meets the die

, blocks and they are forced securely against the

stop plate (fig. 13).

6. Using the supplied wrench, draw the latch plate

nut down tight to prevent the tube from slipping.

Tightening the nuts alternately (beginning with the

nut at the closed hole in the plate) will prevent

distortion of the plate. Remove the punch and the

ram. Now reverse the punch and put it back into the

tool body. Install the ram and tap it lightly until

the face of the upset flare punch contacts the face

of the die blocks (fig. 14). This completes the

first operation. Remove the ram and the punch.

7. To complete the flare, insert the pointed finish

flare punch and the ram into the tool body. Tap

the ram until a good seat is formed (fig. 15).

NOTE:
The seat should be inspected at inter-

vals during the finishing operation to avoid

over-seating.

LATCH

DIE BLOCK

TUBE
UPSET FLARE PUNCH
RAM GUIDE

RAM
1ST OPERATION

UPSET FLARE

PUNCH
2ND OPERATION

FINISH FLARE

PUNCH

Fig.
15—Flaring Operation—First and Second Flare

BRAKE ADJUSTMENT

Service Brake

Although the brakes are self-adjusting, a preliminary

or initial adjustment may be necessary after the brakes

have been relined or replaced, or whenever the length

of the adjusting screw has been changed. The final

adjustment is made by using the self-adjusting feature.

1.
With brake drum off, disengage the actuator from

the star wheel and rotate the star wheel by spinning

or turning with a small screw driver.

2.
Recommended

a. Use special Tool J-21177; Drum-to-Brake Shoe

Clearance Gauge, to check the diameter of the

brake drum inner surface (fig. 16).

Fig.
14—Flaring Operation—First Flare
Fig.
16—Using Drum-to-Brake Shoe Clearance

Gauge Tool J-21177

CHEVROLET CHASSIS SERVICE MANUAL

BRAKES 5-19

correct service parts when servicing a Bendix main

cylinder.

1.
The two-letter identification stamp on the end of

the master cylinder indicates the displacement capa-

bilities of that particular cylinder. Master cylinders

should only be replaced with another cylinder bearing

the same two-letter identification.

2.
The length of the component pistons in the master

cylinders are critical factors in displacement capa-

bilities of a particular master cylinder. These

pistons are coded, using rings or grooves in the

shank of the piston. It is mandatory that when
pistons are replaced, the replacing piston must con-

tain the same identification marks and the same

contour at the push rod end as the piston which

is removed.

Delco Moraine dual master cylinders, used with

drum-type brakes, contain a rubber check valve and

check valve spring in each outlet boss. When the

car is equipped with disc brakes on the front and

drum brakes on the rear, the dual master cylinder

will have a check valve and spring in the outlet

boss for the rear brakes. No check valve is required

for four wheel disc brakes, and, therefore, the outlet

1.
Spring

2.
Check Valve

3. Valve Seat

4.
Bleeder Valve

5. Bail Wire

6. Cover

7. Diaphragm

8. Stop Screw

9. Body
Fig.
32-Main Cylinder for Drum Type Brakes-Exploded View

10.
Spring

11.
Retainer

12.
Seal

13.
Seal Protector

14.
Primary Piston

15.
Seal

16.
Seal

17.
Piston Extension Screw
18.
Secondary Piston Stop

19.
Spring

20.
Spring Retainer

21.
Seal

22.
Seal Protector

23.
Secondary Piston

24.
Seal

25.
Retaining Ring

CHEVROLET CHASSIS SERVICE MANUAL