1967 CHEVROLET CAMARO check engine light

ENGINE-ELECTRICAL 6Y-22

ADJUST DWELL

ANGLE SETTING OR

POINT OPENING

Fig.
lOi—Settihg Point Opening

To adjust the contact point opening:

1.
If necessary, align points (fig. 9i) by bending the

fixed contact support. Do not bend the breaker lever.

Do not attempt to align used points; replace them

where serious misalignment is observed. Use an

aligning tool if available.

2.
Turn or crank the distributor shaft until the breaker

arm rubbing block is on the high point of the cam

lobe.
This will provide maximum point opening.

3.
Loosen the contact support lock screw.

4.
Use a screw driver (fig. lOi) to move the point sup-

port to obtain a .019" opening for new points and a

.016"
opening for used points.

5.
Tighten the contact support lock screw and recheck

the point opening.

6. After checking and adjusting the contact point open-

ing to specifications, the cam angle or dwell should

be checked with a dwell angle meter if such equip-

ment is available (see Specifications for proper dwell

angle).
If the cam angle is less than the specified

minimum, check for defective or misaligned contact

points or worn distributor cam lobes. The variation

in cam angle readings between idle speed and 1750

engine rpm should not exceed 3°. Excessive varia-

tion in this speed range indicates wear- in the

distributor.

NOTE:
Cam angle readings taken at speeds

above 1750 engine rpm may prove unreliable

on some cam angle meters.

Eight Cylinder Engine Distributor

On the Vehicle

With the engine running at idle and operating tempera-

tures normalized, the dwell is adjusted by first raising

the window provided in the cap and inserting a "Hex"

type wrench into the adjusting screw head (fig. Hi).
WINDOW

r- "HEX" TYPE

WRENCH

ADJUSTING

SCREW

Fig.
-lli—Adjusting Dwell Angle

1.

Preferred Method - Turn the adjusting screw until

the specified dwell angle is obtained as measured in

degrees (28° to 32°, 30° preferred) by a dwell angle

meter.

2.
Alternate Method - Turn adjusting screw in (clock-

wise) until the engine begins to misfire, then turn

screw 1/2 turn in the opposite direction (counter-

clockwise). This will give the approximate dwell

angle required. (Use only when meter is not

available.)

Off the Vehicle

1.
Distributor Test Method:

a. With the distributor mounted on a distributor

testing machine, connect the dwell meter to the

distributor primary lead.

b.
Turn the adjusting screw (fig. lli) to set the dwell

angle to 30 degrees.

2.
Test Light Method:

a. With the distributor mounted in a vise, connect a

testing lamp to the primary lead.

b.
Rotate the shaft until one of the circuit breaker

cam lobes is under the center of the rubbing block

of the breaker lever.

c. Turn the adjusting screw clockwise (fig. lli) until

the lamp lights, then give the wrench 1/2 turn in

the opposite direction (counter-clockwise) to ob-

tain the proper dwell angle.

DISTRIBUTOR CONDENSER

PERFORMANCE DIAGNOSIS

The following four factors affect condenser perform-

ance,
and each factor must be considered in making any

condenser test.

1.
Breakdown - A failure of the insulating material. A

direct short between the metallic elements of the

condenser. This prevents any' condenser action.

2.
Low Insulating Resistance (Leakage) - Low insula-

tion resistance prevents the condenser from holding

a charge. All condensers are subject to leakage

which, up to a certain limit, is not objectionable.

3.
High Series Resistance - Excessive resistance in

the condenser circuit due to broken strands in the

CHEVROLET CHASSIS SERVICE MANUAL

ENGINE-ELECTRICAL 6Y-27

timing mark on pulley lines up with timing tab.

2.
Position distributor to opening in block in normal

installed attitude (fig. 15i), noting position of vacuum

control unit.

3.
Position rotor to point toward front of engine (with

distributor housing held in installed attitude), then

turn rotor counter-clockwise approximately 1/8 turn

more toward left cylinder bank and push distributor

down to engine camshaft. It may be necessary to ro-

tate rotor slightly until camshaft engagement is felt.

4.
While pressing firmly down on distributor housing,

kick starter over a few times to make sure oil pump

shaft is engaged. Install hold-down clamp and bolt

and snug up bolt.

5. Turn distributor body slightly until points just open

and tighten distributor clamp bolt.

6. Place distributor cap in position and check to see

that rotor lines up with terminal for No. 1 spark

plug.

7. Install cap, check all high tension wire connections

and connect spark plug wires if they have been re-

moved. It is important that the wires be installed in

their location in the supports.

NOTE:
The brackets are numbered to show the

correct installation. Wires must be installed as

indicated to prevent cross firing.

8. Connect vacuum line to distributor and distributor

primary wire to coil terminal.

9. Start engine and set timing as described under Turn-

Up in Section 6.

BREAKERLESS (MAGNETIC PULSE)

DISTRIBUTOR

REMOVAL (CORVETTE)

1.
If vehicle is equipped with radio, remove three bolts

securing ignition shield over distributor and coil.

One bolt is accessible from the top of shield, the

other two are at rear of shield, facing firewall.

2.
Disconnect tachometer drive cables from distributor

housing.

3.
Disconnect pickup coil leads at connector.

4.
Remove distributor cap.

5. Crank engine so rotor is in position to fire No. 1

cylinder and timing mark on harmonic balancer is

indexed with pointer.

6. Remove vacuum line from distributor.

7. Remove distributor clamping screw and hold-down

clamp.

8. Remove distributor and distributor-to-block gasket.

It will be noted that the rotor will rotate as the

distributor is pulled out of the block. Mark the re-

lationship of the rotor and the distributor housing

after removal so that the rotor can be set in the

same position when the distributor is being installed.

DISASSEMBLY (Fig. 16i)

NOTE:
If a distributor is being disassembled

for replacement of the stationary magnetic

pickup assembly only, it will be necessary to

perform only Steps 3, 4, 5, 7, 8, 9, and 12 of the

service procedure listed below.
1.
Remove screws securing rotor and remove rotor.

2.
Remove centrifugal weight springs and weights.

3.
Remove the tachometer drive gear from the distribu-

tor (Corvette only).

4.
Remove roll pin, then remove distributor drive gear

and washer.

CAUTION: To prevent

magnet, support drive gear
;e to the permanent

?n
driving out roll

pin.

5. Remove drive shaft assembly.

6. Remove centrifugal weight support and timer core

from drive shaft.

7. Remove connector from pickup coil leads.

8. Remove retaining ring which secures magnetic

core support plate to distributor shaft bushing in

housing.

9. As a unit, remove the entire magnetic pickup assem-

bly from the distributor housing.

10.
Remove brass washer and felt pad.

11.
Remove vacuum advance unit.

12.
To reassemble distributor, perform the above steps

in reverse order.

INSTALLATION (CORVETTE)

1.
Check to see that the engine is at firing position for

No.
1 cylinder (timing mark on harmonic balancer

indexed with pointer).

2.
Position a new distributor-to-block gasket on the

block.

3.
Before installing distributor, index rotor with hous-

ing as noted when distributor was removed. Install

distributor in block so that vacuum diaphragm faces

approximately 45° forward on the right side of the

engine and the rotor points toward contact in cap for

No.
1 cylinder.

4.
Replace distributor clamp leaving screw loose

enough to allow distributor to be turned for timing

adjustment.

5. Install spark plug wires in distributor cap. Place

wire for No. 1 cylinder in tower (marked on old cap

during disassembly) then install remaining wires

clockwise around the cap according to the firing

order (1-8-4-3-6-5-7-2).

6. Attach distributor to coil primary wires.

7. Replace distributor cap.

8. Adjust timing and then fully tighten distributor clamp

screw.

9. Attach vacuum line to distributor.

10.
Connect tachometer drive cables to distributor body.

11.
Replace ignition shields.

DISTRIBUTOR OFF-ENGINE TEST

The distributor's centrifugal and vacuum advance can

be checked in a distributor testing machine or synchro-

scope specially adapted or designed to accommodate this

type distributor. However, since this involves removing

the distributor from the engine, this test may be post-

poned until other system checks have been made. A dwell

reading cannot be obtained on this distributor and it is not

likely that the centrifugal or vacuum advance will be a

cause of trouble.

COIL REPLACEMENT

1.
Disconnect ignition switch and distributor leads from

CHEVROLET CHASSIS SERVICE MANUAL

ENGINE-ELECTRICAL 6Y-33

O

V-8 ENGINE
STARTING MOTOR

Fig.
2s—V-8 Starting Circuit Diagram

2.

3.
From battery negative post
To
starting motor

housing.

From solenoid battery terminal
To
solenoid motor

terminal.

If voltage drop
in
any
of
above check exceeds 0.2 volts,

excessive resistance
is
indicated in that portion
of
start-

ing circuit
and the
cause
of the
excessive resistance

should
be
located
and
corrected
in
order to obtain maxi-

mum efficiency in the circuit.

CAUTION:
Do not
operate
the
starting motor

continuously
for
more than
30
seconds
to
avoid

overheating.

When
the
solenoid fails
to
pull
in, the
trouble may be

due
to
excessive voltage drop in the solenoid control cir-

cuit.
To
check
for
this condition, close
the
starting

switch
and
measure
the
voltage drop between
the
BAT-

TERY terminal of the solenoid and the
SWITCH (S)
termi-

nal
of
the solenoid.
1.
If
this voltage drop exceeds 3.5 volts, excessive
re-

sistance
in the
solenoid control circuit
is
indicated

and should be corrected.

2.
If the
voltage drop does not exceed 3.5 volts and the

solenoid does not pull in, measure the voltage availa-

ble
at
the SWITCH terminal
of
the solenoid.

3.
If the
solenoid does
not
feel warm,
it
should pull
in

whenever the voltage available
at
the SWITCH termi-

nal
is 7.7
volts
or
more. When
the
solenoid feels

warm,
it
will require
a
somewhat higher voltage
to

pull in.

STARTING MOTOR AND SOLENOID CHECK

The following checks
may be
made
if the
specific

gravity of the battery
is
1.215
or
higher.

1.
If the
solenoid does
not
pull in, measure the voltage

between
the
switch
(S)
terminal
of the
solenoid
and

ground with the starting switch closed.

CAUTION:
If the
solenoid feels warm, allow
to

cool before checking.

If
the
voltage
is
less than 7.7 volts, check for ex-

cessive resistance
in the
solenoid control circuit.

If
the
voltage exceeds 7.7 volts, remove the starting

motor
and
check
(1)
solenoid current draw,
(2)

starting motor pinion clearance,
and (3)
freedom of

shift lever linkage.

2.
If
the solenoid "chatters" but does not hold in, check

the solenoid
for an
open "hold-in" 'winding. When-

ever
it is
necessary
to
replace
a
starting motor

solenoid, always check starting motor pinion

clearance.

3.
If
motor engages
but
does
not
crank
or
cranks

slowly, check
for
excessive resistance
in the ex-

ternal starting circuit, trouble within
the
starting

motor,
or
excessive engine resistance
to
cranking.

SERVICE OPERATIONS

STARTING MOTOR

REMOVAL AND INSTALLATION (Fig.
3s)

The following procedure
is a
general guide
for all

vehicles
and
will vary slightly depending
on
series
and

model.

1.
Disconnect battery ground cable at battery.

2.
Raise vehicle
to a
good working height.

3.
Disconnect all wires
at
solenoid terminals.

NOTE: Reinstall
the
nuts
as
each wire
is
dis-

connected
as
thread size
is
different but may be

mixed and stripped.

4.
Loosen starter front bracket (nut on V-8 and bolt on

L-6) then remove two mount bolts.

5.
Remove
the
front bracket bolt
or nut and
rotate

bracket clear
of
work area then lower starter from

vehicle
by
lowering front end first
—
(hold starter

against bell housing
and
sort
of
roll end-over-end).

6. Reverse
the
removal procedure
to
install. Torque

the mount bolts
to
25-35
ft.
lbs. first, then torque

brace bolt.

7.
Check operation
of
starter on vehicle.
Fig.
3s—Starter Mounting

CHEVROLET CHASSIS SERVICE MANUAL

CLUTCH AND TRANSMISSIONS 7-4

5.
Install Tool J-5824 to support the clutch assembly

during removal.

NOTE: Look for "X" mark on flywheel and on

clutch cover. If MX" mark is not evident, prick

punch marks on flywheel and clutch cover for

indexing purposes during installation.

6. Loosen the clutch-to-flywheel attaching bolts evenly

1 turn at a time until spring pressure is released,

then remove the bolts, and remove clutch assembly.

Installation to Vehicle

Clean pressure plate and flywheel face. (They should

be free of oil, grease, metal deposits or burned spots).

1.
Position the clutch disc and pressure plate in relar

tive installed position and support them with align-

ment Tool J-5824.

NOTE: The driven disc on the 4 and 6 cylinder

engines is installed with the damfper springs to

the flywheel side; the V-8 is opposite, however,

THE GREASE SLINGER IS ALWAYS ON THE

TRANSMISSION SIDE.

2.
Turn clutch assembly until "X" mark on cover lines

up with "X" mark oh flywheel, then align cover bolt

holes to nearest flywheel holes.

3.
Install a bolt in every hole and tighten down evenly

and gradually until tight (to avoid possible clutch

distortion).

NOTE: Cover loads are as high as 1-1/4 tons.

4.
Remove pilot tool.

5.
Unhook clutch fork and lubricate ball socket and fork

fingers at release bearing end with a high melting

point grease such as graphite and reinstall fork on

ball stud. On Corvette models use Moly Grease.

6. Lubricate the recess on the inside of throwout bear-

ing collar and the throwout fork groove with a light

coat of graphite grease (fig. 4). On Corvette models

use Moly Grease.

7.
Install clutch fork and dust boot into clutch housing

and install throwout bearing to the throwout fork, then

install flywheel housing.

8. Install transmission as outlined in transmission

section.

9. Connect fork push rod and spring.

10.
Adjust shift linkage as outlined in transmission

section.

11.
Perform linkage adjustment for pedal free play and

check clutch release position.

CLUTCH PEDAL

The clutch pedal is the pendant-type hung from a sup-
Fig. 5 - Release Bearing Lubrication and Comparison

port brace common to the brake pedal and must be re-

moved to remove brake pedal. Refer to Section 5 for

brake and clutch pedal service procedure.

CLUTCH CROSS SHAFT (Figs. 6, 7 & 8)

Removal

1.
Remove linkage return and lower linkage springs and

disconnect clutch pedal and fork push rods from re-

spective cross shaft levers.

2.
Loosen outboard ball stud nut and slide stud out of

bracket slot.

3.
Move cross shaft outboard, and as required to clear

inboard ball stud, then merely lift out to remove

from vehicle.

Repairs

The cross shaft has nylon ball stud seats which should

be inspected for wear or damage. Also check condition

of engine bracket ball stud assembly and special anti-

rattle "O" ring. Figures 6, .7
&
8 show component parts

of cross shaft. Replace parts as necessary based on wear

or damage. Lubricate ball studs and seats with graphite

grease before reassembly.

Installation

1.
Reverse removal procedure to install.

2.
Adjust clutch linkage as previously outlined.

CHEVROLET CHASSIS SERVICE MANUAL

CLUTCH AND TRANSMISSIONS 7-14

SPEED HEAVY DUTY TRANSMISSION

(WARNER MODEL T 16)

INDEX

General Description ......

Maintenance and Adjustments

Shift Linkage Adjustment

Side Cover ........

Removal .........

Disassembly
7-14

7-14

7-14

7-14

7-14

7-14
Assembly 7-14

Installation • 7-15

Other Maintenance
&
Adjustment

Operations See 3-Speed Saginaw Section

Transmission Replacement . . . See 3-Speed Saginaw Section

GENERAL DESCRIPTION

The Borg-Warner heavy duty three speed fully syn-

chronized (all forward gears) transmission incorporates

helical gears throughout specially designed to provide

high torque capacity, and gear teeth proportion to operate

at high speeds with neither excessive heat generation nor

excessive frictional losses. Shafts, bearings, high ca-

pacity clutches and other precision parts are held to

close limits providing proper clearances necessary for

durability during extended heavy usage.

The main drive gear is supported by a heavy duty ball

bearing at the front end of the transmission case and is

piloted at its front end in an oil impregnated bushing

mounted in the engine crankshaft. The front end of the

mainshaft is piloted in a row of roller bearings set into

the hollow end of the main drive gear and the rear end

is carried by a heavy duty ball bearing mounted in the

front of the extension housing.

The countergear is carried on a double row of rollers

at both ends while thrust is taken on thrust washers lo-

cated between the ends of the gear and the thrust bosses

in the case. An anti-rattle plate assembly at the front
of the countergear provides a constant spring tension be-

tween the counter and clutch gears to reduce torsional

vibrations. The reverse idler gear is carried on 25

roller bearings while thrust is taken on thrust washers

located between the ends of the gear and the thrust bosses

of the case.

Gear shifting is manual through shift control rods from

the shifter tube in the mast jacket to the rearward shift

lever of the side cover assembly for first and reverse

gear; and through a cross shaft assembly attached to the

forward side cover lever for second and third gear. All

three forward gears are fully synchronized. The syn-

chronizer assemblies consist of a clutch hub, clutch

sleeve, two clutch key springs and three energizer clutch

keys and are retained as an assembly on the main shaft

by a snap ring. The transmission may be used as an aid

in deceleration by downshifting in sequence without

double-clutching or any gear clashing. Reverse is not

synchronized, however, it is a helical gear to insure

quiet operation.

MAINTENANCE AND ADJUSTMENTS

Refer to similar procedures under the 3-speed Saginaw

Transmission Section for—Column Mounted Shift Linkage

Adjustment, Speedometer Driven Gear and Oil Seal Re-

placement, Extension Oil Seal Replacement and Trans-

mission Replacement. ~~

Camaro and Corvette Floor Shift Linkage Adjustment

(Fig.
lc)

1.
Set Lever (L), (K) in neutral position.

2.
Move Lever Assembly (A) and Levers (C), (D) to

neutral position and insert Locating Gauge (B) into

control Lever Bracket Assembly.

3.,
Install Rod (H) with Retainer (M) on Lever (L).

4.
With two Jam Nuts (G), (E) and Swivel (F) loose on

Rod (H) insert and attach Swivel with Retainer (N)

to Lever (D).

5.
Repeat steps 3 and 4 for Rod (J) and Levers (C
&
K).

6. Remove' Locating Gauge and check shift to insure

proper operation.

SIDE COVER ASSEMBLY

Removal

1.
Drain transmission and disconnect control rod and

cross shaft from side cover levers. *

2.
Remove nine cap screws securing the transmission

side cover assembly to transmission, case and re-

move cover assembly, shifting forks, and gasket.
Disassembly (Fig. 2C) '

1.
Remove shifting forks from shift lever assemblies.

2.
Remove nut and lock washer from each shift lever

shaft.

3.
Remove outer shift levers and lightly tap shift lever

shafts from assembly.

4.
Remove two steel balls, poppet spring, interlock pin

and interlock sleeve from cover.

5.
Remove "O" ring seals from shift lever shafts.

Assembly (Fig. 2C)

1.
Install new "O" ring seals to shift lever shafts.

2.
Install low and reverse shifter shaft and plate as-

sembly to cover.

3.
Place shifter shaft and plate assembly in neutral po-

sition, middle detent, and install interlock sleeve,

ball, poppet spring and interlock pin.

4.
Install remaining poppet ball and then install second

and third shifter shaft and plate assembly.

NOTE: Installation is easiest if shifter shaft

and plate assembly passes over ball in its neu-

tral position.

5.
Check clearance between end of interlock sleeve and

shifter shaft and plate cams when one plate is in

neutral and the other is shifted into gear position.

CHEVROLET CHASSIS SERVICE MANUAL

CLUTCH AND TRANSMISSIONS 7-24

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

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

bringing the oil level above the full mark, the planetary

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

aerated oil carried through the various oil pressure pas-

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

etc.) may cause malfunction of the transmission assem-

bly, resulting in cavitation noise in the converter and

improper band or clutch application. Overheating may

also occur.

If the transmission is found consistently low on oil, a

thorough inspection should be made to find and correct

all external oil leaks.

PERIODIC OIL CHANGE

The transmission oil should be changed periodically as

recommended in Section 0, and whenever transmission is

to be removed from the vehicle for repairs.

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

ing.

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

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

thoroughly into a pan or can.

Replace drain plug and refill with approximately two

quarts of oil specified in Section 0.

NOTE: To refill the transmission, remove dip

stick from oil filler tube and refill transmission

with oil specified in Section 0 using filler tube

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

ranges at idle speed to fill all oil passages, the

engine should be run at 800-1000 rpm with the

transmission in Neutral until the oil warms up,

then add oil as required to raise the fluid level

to the full mark on the dip stick. Refill capacity

is approximately 2 qts.
4.

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

Low band adjustment should be periodically performed

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

erating performance indicates low band slippage.

1.
Raise vehicle and place selector lever in neutral.

2.
Remove protective cap from transmission adjusting

screw.

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

clearance.

b.
On Chevelle Models: To gain clearance between

underbody and transmission, it may be necessary

to remove rear mount bolts from crossmember,

and move transmission slightly toward passenger

side of vehicle. .

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

this position with wrench.

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

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

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

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

CAUTION: Be sure to hold the adjusting screw

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

the.adjusting procedure.

6. Tighten the adjusting screw lock nut to specified

torque.

CAUTION: The amount of back-off is not an

approximate figure, it must be exact.

MANUAL SHIFT LINKAGE CHECK & ADJUST

(Column Type)

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

mast jacket. See Section 9 for alignment of steering

column assembly if necessary.

2.
To check for proper shift linkage adjustment, lift

the transmission selector lever towards the steering

wheel. Allow the selector lever to be positioned in

drive (D) by the transmission detent.

NOTE: Do not use the indicator pointer as a

reference to position the selected lever. When

performing linkage adjustment, pointer is ad-

justed last.

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

hibited from engaging low range unless the lever is

lifted.

4.
Lift the selector lever towards the steering wheel,

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

the transmission detent.

5.
Release the selector lever. The lever should now

be inhibited from engaging reverse range unless the

lever is lifted.

6. A properly adjusted linkage will prevent the selector

lever from moving beyond both the neutral detent, and

the drive detent unless the lever is lifted to pass

over the mechanical stop in the steering column.

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

the selector lever in drive (D) position as determined

by the transmission detent. See Steps 2 and 3.

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

and rotate the transmission lever so that it contacts

the drive stop in the steering column.

9. Tighten the swivel and recheck the adjustment. See

2 and 6.

CHEVROLET CHASSIS SERVICE MANUAL

CLUTCH AND TRANSMISSIONS
7*30

V-8 Models-With Uni-Directional Linkage

1.
Remove air cleaner.

2.
Disconnect accelerator linkage at carburetor.

3.
Disconnect accelerator return and TV rod return

springs.

4.
With right hand, pull TV upper rod forward until

transmission is through detent. With left hand, open

carburetor to wide open throttle position. Carbure-

tor must reach wide open throttle position at the

same time the ball stud contacts end of slot in upper

TV rod.

5. Adjust swivel on end of upper TV rod to obtain set-

ting described in Step 4. Allowable tolerance is

approximately 1/32".

6. Connect and adjust accelerator linkage as described

in Section 6.

7. Check for throttle linkage freedom.

Neutral Safety Switch Adjustment

The adjustment at the neutral safety switch is de-

scribed in the Electrical Section 12.

Throttle Return Check Valve (Dashpot) Adjustment

The adjustment of the throttle return check valve is

described in Section 6M for each carburetor installation.
Fig.
12PG - Floor Mounted Control Lever and

Bracket Assembly (Chevrolet Shown)

COMPONENT PARTS REPLACEMENT

TRANSMISSION REPLACEMENT (EXC. CORVETTE)

Removal

1.
Raise car on hoist (preferably) or on stand jack and

remove oil pan drain plug to drain oil.

NOTE:
If desired, the oil may be drained after

transmission removal.

2.
Disconnect the oil cooler lines (external cooled

models), vacuum modulator line and the speedometer

drive cable fitting at the transmission. Tie lines

out of the way.

3.
Disconnect manual and TV control lever rods from

transmission.

4.
Disconnect propeller shaft from transmission.

5. Install suitable transmission lift equipment to jack

or other lifting device and attach on transmission.

6. Disconnect engine rear mount on transmission ex-

tension, then disconnect the transmission support

crossmember and slide rearward.

7. Remove converter underpan, scribe flywheel-con-

verter relationship for assembly, then remove the

flywheel-to-converter attaching bolts.

NOTE:
The "light" side of the converter is

denoted by a "blue" stripe painted across the

ends of the converter cover and housing. This

marking should be aligned as closely as possible

with the "white" stripe painted on the. engine

side of the flywheel outer rim (heavy side of

engine) to maintain balance.

8. Support engine at the oil pan rail with a jack or other

suitable brace capable of supporting the engine

weight when the transmission is removed.
9. Lower the rear of the transmission slightly so that

the upper transmission housing-to-engine attaching

bolts can be reached using a universal socket and a

long extension. Remove upper bolts.

CAUTION: Oh V-8 engines, care must be taken

not to lower rear of transmission too far as the

distributor housing may be forced against the

dash causing damage to the distributor. It is

best to have an assistant observe clearance of

all upper engine components while the trans-

mission rear end is being lowered.

10.
Remove remainder of transmission housing-to-

engine attaching bolts.

11.
Remove the transmission by moving it slightly to the

rear and downward, then remove from beneath the

car and transfer to a work bench.

NOTE:
Observe converter when moving the

transmission rearward. If it does not move

with the transmission, pry it free of flywheel

before proceeding.

CAUTION: Keep front of transmission upward

to prevent the converter from falling out. Install

converter Tool J-9549 (or a similar tool con-

structed as shown in Figure 13PG, or, in an

emergency, a length of strong wire may be used)

immediately after removal from the engine.

Installation

NOTE:
The "light" side, of the converter is

denoted by a "blue" stripe painted across the

ends of the converter cover and housing. This

marking should be aligned as closely as possible

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