1967 CHEVROLET CAMARO set clock

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 7-36

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

STEERING 9-4

8. Reassemble pitman arm to sector shaft, lining up

marks made during disassembly. Refer to torque

specifications at rear of manual for correct torque

value.

9. Install horn cap or ornament and connect steering

column harness at chassis connector.

NOTE:
Chevy.n models are equipped with a

shim at the frame to steering gear mounting

bolts.
Shims may be removed or installed as

required for proper steering gear alignment.

STEERING WHEEL ALIGNMENT AND

HIGH POINT CENTERING

1.
Set front wheels in straight ahead position. This can

be checked by driving vehicle a short distance on a

flat surface to determine steering wheel position at

which vehicle follows a straight path.

2.
With front wheels set straight ahead, check position

of mark on wormshaft designating steering gear high

point. This mark should be at the top side of the shaft

at 12 o'clock position and lined up with the mark in

the coupling lower clamp.

3.
If gear has been moved off high point when setting

wheels in straight ahead position, loosen adjusting

sleeve clamps on both left and right hand tie rods,

then turn both sleeves an equal number of turns in

the same direction to bring gear back on high point.

CAUTION: Turning the sleeves an unequal
number of turns or in differential directions will

disturb the toe-in setting of the wheels.

4.
Readjust toe-in as outlined in Section 3 (if necessary).

5. With wheels in a straight ahead position and the

steering gear on highpoint, check the steering wheel

alignment by measuring the distance from each hori-

zontal spoke to the horizontal centerline of the

steering wheel (fig. 5). If the horizontal spokes are

over 1-1/8 inches from the horizontal position the

wheel should be removed and centered. (See steering

wheel removal in this section.)

TOE-IN ADJUSTMENT

Adjust the steering linkage for proper toe-in setting as

outlined in Section 3.

CORVETTE STEERING RATIO (Fig. 6)

The Corvette steering ratio may be changed as follows:

CAUTION: Do not use the rearward hole in the

steering arm with power steering equipment or

interference may result.

1.
Remove tie rod ball stud nut at steering arm and

disconnect tie rod from steering arm.

2.
Move tie rod end to forward hole for 17.6:1 ratio

(fast ratio) or rear hole for 20.2:1 ratio (standard

ratio).

3.
Install tie rod stud nut and tighten securely. Repeat

operation on opposite steering arm.

COMPONENT REPLACEMENT AND REPAIRS

STEERING WHEEL

REGULAR PRODUCTION (Fig. 7)

Removal

1.
Disconnect steering column harness from chassis

wiring harness at connector (fig. 8).

2.
Pull out horn button cap or center ornament and

retainer.

3.
Remove three screws from the receiving cup.

4.
Remove the receiving cup, belleville spring, bushing,

and pivot ring.

5. Remove the steering wheel nut and washer.

6. Using Tool J-2927, install centering adapter on

steering shaft, thread puller anchor screws into

threaded holes provided in steering wheel. Turn

center bolt of tool clockwise to remove steering

wheel (fig. 9).

Installation

CAUTION: Direction signal control assembly

must be in "neutral position when assembling

steering wheel to prevent damage to cancelling

cam and control assembly.

1.
With directional cancelling cam and horn contact as-

sembly in place, set wheel onto steering shaft.
Fig. 7—-Regular Wheel and Horn Attachments

CHEVROLET CHASSIS SERVICE MANUAL

STEERING 9-10

SECTOR SHAFT SEAL REPLACEMENT

A faulty seal may be replaced without removal of

steering gear from car by removing pitman arm as out-

lined under Maintenance and Adjustments--Steering Gear

Adjustments and proceed as follows:

1.
Loose lash adjuster lock nut and turn lash adjuster

screw several turns counterclockwise.

2.
Remove three cap screws holding side cover to gear

bushing.

3.
Pull side cover and sector shaft from gear housing

as a unit. Do not separate side cover from sector

shaft.

4.
Pull sector shaft seal from gear housing using

hooked tool or pliers.

5. Coat new seal with chassis grease and position in

sector shaft bore.

6. Place a socket or piece of pipe of suitable diameter

on top of seal and drive seal into bore by tapping

pipe or socket with soft hammer.

7. Install sector shaft side cover assembly, being care-

ful not to damage new seal with splines on end of

shaft; splines may be wrapped with a few turns of

tape to prevent this.

8. Install new side cover gasket and align side cover on

gear housing and install cap screw.

9. Perform steering gear adjustment and install pitman

arm as outlined under Maintenance and Adjustments.

STEERING COLUMN

All models are equipped with new energy absorbing

steering columns. The columns are of five basic designs

as follows:

1.
Syncromesh. The syncromesh column is used on

models with standard, column mounted, conventional

shift levers. The shift tube, within the outer mast

jacket, includes two lower shift levers for connection

to the transmission control linkage.

2.
Automatic and floor shift. This column is used on

models equipped with column mounted powerglide

shift levers, or models with floor shift. If the ve-

hicle has the column mounted powerglide shift con-

trol, the inner shift tube has a single lower shift

lever for connection to the transmission control

linkage. On floor shift models, no lower shift levers

are present on the shift tube.

3.
Tilt wheel option. The upper end and steering shaft

of this column is specially designed to accommodate

the optional tilt steering wheel.

4.
Standard Corvette Column. The standard Corvette

column is similar in design to the Automatic and

Floor Shift column used on other models, except

no shift tube is used. Other differences are pointed

out in the disassembly and assembly procedures for

Standard Corvette column.

5. Telescopic wheel option. The upper end and steering

shaft of this column is specially designed to ac-

commodate the optional telescoping steering wheel.

To perform service procedures on steering column

upper end components, it is not necessary to remove the

column from the vehicle. The steering wheel, horn com-

ponents, turn signal switch, upper housing with bearing,

shift control lever, hazard warning knob, and upper shift

bowl may all be removed with the column remaining in

the vehicle. When servicing the above components, omit

the removal procedure and proceed with the applicable
disassembly procedures. Because of the numerous dif-

ferences in steering column types, be sure to refer to the

set of instructions below which apply to the exact column

to be serviced:

CAUTION: The outer mast jacket, shift tube, _

steering shaft, and instrument panel column

mounting b
racket

are designed as energy ab-

sorbing units. Because of the design of these

components, it is absolutely necessary to handle

the column with care when performing any serv-

ice operation required. Avoid hammering, jar-

ring, dropping, or leaning on any portion of the

column.

Removal

1.
Disconnect steering column harness at connector.

Disconnect neutral safety switch and back-up lamp

switch connectors if so equipped.

Remove steering wheel as outlined in this section.

Remove nuts and washers securing flanged end of

column to steering gear. On Chevy H models, re-

move nut and clamp bolt securing lower end of steer-

ing column to steering gear.

Disconnect transmission control linkage, if so

equipped, from lower column shift tube, levers.

Chevrolet and Chevy II only: Remove screws at-

taching upper and lower mast jacket covers together.

On Chevrolet, remove screws attaching lower cover

to instrument panel (figs. 15 and 18). Remove lower

cover.

Chevelle only: Remove screws securing mast jacket

trim cover to instrument panel and remove cover

(fig. 15).

Corvette, only: Remove screws securing escutcheon

to instrument panel. Remove screws securing upper

and lower covers together and remove covers.

On Chevrolet and Chevelle columns with Powerglide

shift levers, loosen set screw at six o'clock position

at bottom of column and remove the transmission

shift indicator pointer (fig. 15).

9. Chevrolet only (fig. 19):

a. Remove screws securing cover trim to dash

panel and remove cover trim.
2.

3.

4.

5.

6.

7.

8.

Fig.
18—Mast Jacket Cover Attachments—Chevy II

CHEVROLET CHASSIS SERVICE MANUAL

ELECTRICAL-BODY AND CHASSIS 12-4

b.
hand lamp until the string is positioned over the

crossarm centerline. Turn the screw clockwise

in making the final adjustment to take up play in

the headlamp mechanism.

Repeat the above procedure on the right-hand

lamp to complete the horizontal adjustment of the

headlamps.

VERTICAL ADJUSTMENT

8. a. Numeral "2" (fig. 5) should appear in the "down"

window of each aimer. If not, loosen knob at

underside of aimer arm and slide back and forth

until the numeral does appear.

NOTE:
This setting will give a 2" drop of the

headlamp high beam spot centerline on a screen

placed 25 feet forward of the vehicle. Check

state laws for proper vertical setting.

b.
Turn headlamp vertical aim screw (fig. 5) on left-

hand unit counter-clockwise until the bubble is at

the inner end of the glass tube. Then turn screw

clockwise until bubble is centered in tube.

c. Repeat this procedure on right-hand headlamp

unit to complete vertical adjustment of lamps.

9. Recheck the string at the ends of each crossarm for

correct setting and the bubble on each aimer for

centered position.

10.
Remove the aimers by pulling on the suction cup tabs

through the openings in the aimers (fig. 6).

11.
With headlamps properly aimed, replace headlamp

bezels.

HOW TO SELECT A LEVEL AIMING AREA

1.
Select area you believe to be level.

2.
Remove headlamp bezels and install Aimers on each

headlamp (fig. 3) making sure aiming lugs engage

smoooth inner ring of the Aimer.
"
To install Aimer,

press firmly on the knob extending out from the cen-

ter of the Aimer base. This forces the suction cup

into place on the Sealed Beam unit.:

3.
Loosen the slider knob beneath the aimer arm and

set the numeral "2" in the DOWN view window (fig.

7).
Back vertical lamp adjustment out on each lamp

until bubble is outside of black line of vial, then cen-

ter bubble in between black line of vial by turning

clockwise.
VERTICAL AIMING SCREW

VIEW WINDOWS

BUBBLE

Fig.
6 - Removing Aimer from Headlamp
Fog.
7- Selecting Level Aiming Area

4.
After botli bubbles are centered, turn the car around

end for end, making sure the tires are in the spots

made on the floor before the car was moved.

.5.
If the bubbles are still within the two outside black

marks on the vials, the floor is level enough to use

the Aimer as it comes from the factory.

NOTE:
A quick level check can be made by

using the T-3 Safety-Aimer as a level. Use

with a true eight to ten foot two by four as an

extension. Make sure pads on base of Aimer

are used. Place the board where you expect the

wheels to be and take readings as outlined above.

6. If either bubble moves outside the black lines of the

vial there is too much slant to the floor. Try driving

the car in at different angles onto the aiming area.

If bubbles can
not
be centered follow procedure under

"How to Compensate for Unlevel Floor."

NOTE:
When level portion of floor is obtained,

mark tire spots on floor so spots can be used

next time without calibrating Aimer.

TO COMPENSATE FOR UNLEVEL FLOORS

If your floor is not level within the limits specified, the

T-3 Aimer can be calibrated to compensate for the error

in the floor. Follow this procedure with both aimers.

1.
Drive the car onto the area for which you wish to

compensate the aimers, and install the aimers in

place on the headlamps.

2.
Loosen knob beneath the aimer arm and move the

slider until the bubble is centered.

3.
Record the numeral in the view window. (This nu-

meral is to be used only for recalibration.)

4.
Move the slider to a position halfway between this

recorded numeral and the numeral "2" in the
DOWN

window. (This numeral is used only in recalibration

and not for headlamp aiming.)

5.
Recalibrate aimers by turning screw shown in Figure

8 until the bubble is centered.

6. The T-3 Aimers are now calibrated for the selected

area. All future aiming must be done in the same

area and with the car pointed in the same direction.

Mark the tire spots on the floor so that other vehi-

cles can be located in the same position.

CHEVROLET CHASSIS SERVICE MANUAL

ELECTRICAL-BODY AND CHASSIS 12-19

VIEW A
•CONTACT SUPPORT

DRIVE SLOT IN LINE

WITH HOLE IN SWITCH

PAWL
CONTACT POINT B

CONTACT SUPPORT

DRIVE SLOT IN LINE

WITH HOLE IN SWITCH

FLOOR SHIFT

(EXCEPT CAMARO)
COLUMN SH

Fig.
31 - Neutral Safety Switches

PARKING BRAKE ALARM SWITCH REPLACEMENT

Corvette (Fig. 33)

1.
Remove seat belt retainer and parking brake cover

assembly from center console.

2.
Disconnect wire from brake alarm switch.

3.
Remove retaining screw and switch from

reinforcement.

4.
Position new switch to reinforcement and install re-

taining screw.

5. Connect switch wire and check operation of switch.

6. Install cover and seat belt retainer assembly.

Chevrolet, Chevelle, Chevy II and Camaro (Fig. 34)

1.
Disconnect wiring connector at switch terminal.

2.
Remove nut and lock washer or retaining bolt and

disengage switch from brace.

3.
To install, reverse removal procedure.

INSTRUMENT PANEL COMPARTMENT

LAMP/SWITCH REPLACEMENT

1.
Disconnect battery ground cable.

2.
Reach into glove box, depress bulb in end of switch
and turn counterclockwise to remove bulb.

3..
Remove switch from socket. Carefully detach wire

and terminal from switch.

NOTE:
On some model switches, the wire and

terminal cannot be detached from the switch

making it necessary to cut and splice the switch

wire.

4.
Insert wire and terminal into new switch.

5. Push switch into place and install bulb by setting it in

place, depressing and turning it clockwise.

CIGARETTE LIGHTER REPLACEMENT

Chevrolet, Chevy II, Camaro and Corvette (Fig. 23)

1.
Disconnect battery ground cable.

2.
Disconnect wire connector at rear of lighter unit

under dash.

3.
Remove retainer from rear of housing assembly and

disengage lighter unit from panel.

4.
To install, reverse removal procedure.

Chevelle (Fig. 35)

1.
Disconnect battery ground cable.

CHEVROLET CHASSIS SERVICE MANUAL

ELECTRICAL-BODY AND CHASSIS 12-24

1.
Temperature Gauge

2.
Instrument Cluster Lamp

3.
R.H. Directional Indicator

4.
Ammeter Gauge
Fig. 39- Optional Gauge Cluster

5. Fuel Gauge

6. L.H. Directional Indicator

7. Tachometer

8. "Brake" Indicator

9. "Bright" Indicator
10.
Oil Pressure Fitting

11.
Chassis Harness Connector

12.
Clock Assembly

13.
Printed Circuit

NOTE:
Observe carefully the stack up of the

internal parts of the fuel gauge assembly.

5. To install, reverse removal procedure.

CLOCK OR TACHOMETER REPLACEMENT

NOTE:
The tachometer is a self-contained, all

transistor unit requiring very little service

other than keeping the terminal nuts clean and

tight. The unit is not serviceable and must be

replaced, if defective.

1.
Remove instrument cluster as previously described

in this section.

2.
For clock replacement, remove clock set shaft knob

at front of console.

3.
Remove cluster lamps from cover, circuit attaching

screws, and terminal nuts at circuit to gauge attach-

ing points.

4.
Move printed circuit away from gauge and remove

screws retaining
•_
gauge or clock to the cluster

housing.
•5.
Remove unit, from housing and cover plate from

gauge unit.

6/To install, reverse removal procedure.

AMMETER TEMPERATURE AND OIL PRESSURE

GAUGES REPLACEMENT

1.
Remove instrument cluster as previously described

iii this section.

2.
Remove instrument lamps, attaching screws or nuts

and wiring connections as required.

3.
Remove gauge assembly backing plate retaining

screws and remove gauge assembly from cluster

housing.

4.
Remove terminal nuts and/or screws retaining gauge

to the backing plate and separate plate from the

gauge.
•

5. To install, reverse removal procedure.

OIL PRESSURE INDICATOR

If the light does not come on when the ignition switch is

turned on, or if the light comes on and remains on after

the engine is started, one or more of the following condi-

tions is indicated:

CHEVROLET CHASSIS SERVICE MANUAL