1967 CHEVROLET CAMARO checking oil

CLUTCH AND TRANSMISSIONS 7-41

CAUTION: Use converter holding ToolJ-5384

when lowering transmission or keep rear of

transmission lower than front so as not to lose
converter.

The installation of the transmission is the reverse of

the removal.

TURBO HYDRA-MATIC DIAGNOSIS PROCEDURE

Accurate diagnosis of transmission problems begins

with a thorough understanding of normal transmission

operation. In particular, knowing which units are in-

volved in the various speeds or shifts so that the specific

units or circuits involved in the problem can be isolated

and investigated further. Analytical diagnosis will pro-

tect the technician from come backs and certainly will

improve owner satisfaction.

An important and often overlooked aspect of diagnosis

is finding out specifically what the customer is com-

plaining of. For this purpose a short ride with the cus-

tomer will often prove beneficial. It may be found that

the condition the customer wants corrected is standard

and should not be altered.

The following sequence, based on field experience, pro-

vides the desired information quickly and in most cases

actually corrects the malfunction without requiring the

removal of the transmission. Details of the items listed

in this sequence are covered further in the text.

SEQUENCE FOR TURBO HYDRA-MATIC

DIAGNOSIS PROCEDURE

1.
Check oil level and condition.

2.
Check and correct detent switch.

3.
Check and correct vacuum line and fittings.

4.
Check and correct manual linkage.

OIL LEVEL AND CONDITION CHECK

Always check the oil level before road testing. Oil

must be visible on dip stick prior to operating the ve-

hicle. Erratic shifting, pump noise, or other malfunc-

tions can in some cases be traced to improper oil level.

Oil level should be checked with the selector lever in

the Park (P) position, engine running, and the vehicle on

level pavement.

Fluid level should be to the FULL mark with the trans-

mission at normal operating temperature (170°-190°
F.).

With warm fluid (room temperature), the level should be

at or slightly below the ADD mark.

If oil level was low, refer to Oil Leaks.

The condition of the oil is often an indication of whether

the transmission should be removed from the vehicle, or

to make further tests. When checking oil level, a burned

smell and discoloration indicate burned clutches or bands

and the transmission 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

from rolling. The pointer on the indicator quadrant

should line up properly with the range indicators in all

ranges.
OIL LEAKS

Before attempting to correct an oil leak, the actual

source of the leak must be determined. In many cases,

the source of the leak can be deceiving due to "wind flow"

around the engine and transmission.

The suspected area should be wiped clean of all oil be-

fore inspecting for the source of the leak. Red dye is

used in the transmission oil at the assembly plant and

will indicate if the oil leak is from the transmission.

. The use of a "black light"* to identify the oil at the

source of leak is also helpful. Comparing the oil from

the leak to that on the engine or transmission dip stick

(when viewed by black light) will determine the source

of the leak.

Oil leaks around the engine and transmission are gen-

erally carried toward the rear of the car by the air

stream. For example, a transmission "oil filler tube to

case leak" will sometimes appear as a leak at the rear of

the transmission. In determining the source of an oil

leak it is most helpful to keep the engine running.

POSSIBLE POINTS OF OIL LEAKS

• 1. TRANSMISSION OIL PAN LEAK

a. Attaching bolts not correctly torqued.

b.
Improperly installed or damaged pan gasket.

c. Oil pan gasket mounting face not flat.

2.
REAR EXTENSION LEAK

a. Attaching bolts not correctly torqued.

b.
Rear seal assembly — damaged or improperly

installed.

c. Gasket seal — (extension to case) damaged or

improperly installed.

d. Porous casting.

3.
CASE LEAK

a. Filler pipe "O" ring seal damaged or missing;

misposition of filler pipe bracket to engine —

"loading" one side of
"O"
ring.

b.
Modulator assembly "O" ring seal
—
damaged or

improperly installed.

c. Governor cover, gasket and bolts — damaged,

loose; case face leak.

d. Speedo gear
—
"O" ring damaged.

e. Manual shaft seal — damaged, improperly in-

stalled.

f. line pressure tap plug — stripped, shy sealer

compound.

g. Parking pawl shaft cup plug
—
damaged, improp-

erly installed.

h. Vent pipe (refer to Item 5).

i. Porous case.

4.
FRONT END LEAK

a. Front seal - damaged (check converter neck for

nicks,
etc., also for pump bushing moved for-

ward);
garter spring missing from pump to con-

verter seaL

b.
Pump attaching bolts and seals
—
damaged, miss-

ing, bolts loose.

CHEVROLET a
SERVICE

STEERING
9-33

POWER STEERING

INDEX

Page

General Description
. 9-33

Maintenance
and
Adjustments
9-33

Bleeding Hydraulic System
9-33

Fluid Level
. 9-33

Adjustments
. 9-34

Power Steering Gear
. . 9-34

Pump Belt Tension
9-34
Hydraulic System Checks
9-34

Component Replacement
and
Repairs
. 9-35

Power Steering Pump.
. 9-35

Power Steering Gear
9-36

Control Valve
and
Adapter Assembly
9.35

Power Cylinder
9.37

Power Steering Hoses
9.39

GENERAL DESCRIPTION

Two types
of
power steering
are
used
for 1967.
One
is

the conventional linkage type
for
Chevy
n and
Corvette

vehicles
and the
other
is the
integral gear type
for

Chevrolet, Chevelle,
and
Camaro.
For
both types
the

hydraulic pressure
is
provided
by an
engine-driven vane-

type pump.

On
the
Chevy
n and
Corvette linkage type power steer-

ing, hydraulic pressure
is
delivered through
a
hose from

the pump
to a
valve which senses
the
requirement
for

power assistance
and
supplies
the
power cylinder
ac-

cordingly.
The
steering gear used with this power steer-

ing
is the
same basic unit used
on
manually steered

vehicles;
it is
serviced
as
outlined
in the
manual steering

part
of
this section except
for
adjustment, which
is

covered
in the
following pages.
The
steering linkage also

is serviced the same
as
manual counterparts.

The Chevrolet, Chevelle
and
Camaro integral gear type

power steering
has the
hydraulic pressure delivered

from
the
pump through two hoses
to the
steering gear.
In
the power steering gear
the
steering shaft, hydraulic

valve, worm, and rack-piston
nut are all in
line making
a

compact
and
space saving assembly.
All oil
passages
are

internal within
the
gear except
the
pressure
and
return

hoses.

The steering gear
is a
recirculating ball system
in

which steel balls
act as a
rolling thread between
the

steering worm
and
rack-piston
nut. The
rack-piston
nut

is
all one
piece
and is
geared
to the
sector
of
the piston

shaft.
The
valve
is
contained
in the
gear housing elimi-

nating
the
need
of
bolts
or
seals
to
attach
a
separate

valve housing.

The valve
is an
open-center, rotary-type three
way

valve.
The
spool
is
held
in
neutral position by means
of a

torsion
bar. The
spool
is
attached
by
means
of
the stub

shaft
to one end of the
torsion
bar
and
to the
valve body

on
the
other
end.
Twisting
of the
torsion bar allows
the

spool
to
move
in
relation
to the
valve body thereby oper-

ating
the
valve.

MAINTENANCE
AND
ADJUSTMENTS

BLEEDING HYDRAULIC SYSTEM

1.
Fill
oil
reservoir
to
proper level and
let oil
remain

undistrubed
for at
least two minutes.

2.
Start engine
and run
only
for
about
two
seconds.

3.
Add
oil if
necessary.

4.
Repeat above procedure until
oil
level remains
con-

stant after running engine.

5. Raise front
end of
vehicle
so
that wheels
are off
the

ground.

6. Increase engine speed
to
approximately
1500 rpm.

7. Turn
the
wheels
(off
ground) right
and
left, lightly

contacting
the
wheel stops.

8. Add
oil if
necessary.

9. Lower
the car and
turn wheels right and left
on the

ground.

10.
Check
oil
level and refill
as
required.

11.
If oil is
extremely foamy, allow vehicle
to
stand
a

few minutes with engine
off and
repeat above

procedure.
,

a.
Check belt tightness
and
check
for a
bent
or
loose

pulley. (Pulley should
not
wobble with engine

running.)
b.
Check
to
make sure hoses
are not
touching
any

other parts
of the car,
particularly sheet metal.

c. Check
oil
level, filling
to
proper level
if
neces-

sary, following operations
1
through
10.
This

step
and
Step
"D" are
extremely important
as

low
oil
level and/or
air in the oil are the
most

frequent causes
of
objectionable pump noise.

d. Check
the
presence
of air in the oil. If air is

present, attempt
to
bleed system
as
described
in

operations
1
through
10. If it
becomes obvious

that
the
pump will
not
bleed after
a few
trials,

proceed
as
outlined under Hydraulic System

Checks.

FLUID
LEVEL

1.
Check
oil
level
in the
reservoir
by
checking
the dip

stick when
oil is at
operating temperature.
On

Chevelle models equipped with remote reservoir,

the reservoir should
be
maintained approximately

3/4 full when
oil is at
operating temperature.

2.
Fill,
if
necessary,
to
proper level with
GM
Power

Steering Fluid
or, if
this
is not
available, automatic

CHEVROLET CHASSIS SERVICE MANUAL

STEERING 9-34

Fig.
64-Over Center Adjustment

transmission fluid "Type A" bearing the mark

"AQ-ATF" followed by a number and the suffix

letter "A".

ADJUSTMENTS

POWER STEERING GEAR

Chevrolet, Chevelle, and Camaro

The over-center adjustment (fig. 64) is the only power

steering gear adjustment which can be made on the car.

However, in order to make this adjustment, it is also

necessary to check the combined ball and thrust bearing

preload.

If the vehicle is equipped with a tilt column it will be

necessary to disconnect the steering coupling to obtain a

torque reading of the column. This torque should then be

subtracted from any reading taken on the gear.

1.
Disconnect the pitman arm from the relay rod.

2.
Loosen the pitman shaft adjusting screw loeknut and

thread the adjusting screw out to the limit of its

travel through the side cover. '. •

3.
Disconnect steering column harness at chassis wir-

ing connector plug.

4.
Remove horn button.

5.
Turn the steering wheel through its full travel, then

locate the wheel at its center of travel.

6. Gheck the combined ball and thrust bearing preload

with an inch-pound torque wrench on the steering

shaft nut by rotating through the center of travel

(approximately 1/4 turn in each direction). Note the

highest reading.

7.
Tighten the pitman shaft adjusting screw and check

torque at steering shaft nut until over center preload

and total steering gear preload falls within speci-

fications. Refer to torque specifications at rear of

manual for correct torque values.

8. Install horn button. Connect steering column harness

at wiring connector plug.
Chevy II and Corvette

The steering gear used with power steering is adjusted

in the same manner as the manual steering gear.

PUMP BELT TENSION

1.
Loosen nut on pivot bolt and pump brace adjusting

nut.

CAUTION: Do not move pump by prying against

reservoir or by pulling on filler neck.

2.
Move pump, with belt in place until belt is tensioned

to specifications as indicated by Tool J-7316 (Fig-.

65).

3.
Tighten pump brace adjusting nut. Then tighten pivot

bolt nut.

HYDRAULIC SYSTEM CHECKS

The following procedure outlines methods to identify

and isolate power steering hydraulic circuit difficulties.

This test is divided into two parts. Test number one

provides means of determining whether power steering

system hydraulic parts are actually faulty. If test number

one results in readings indicating faulty hydraulic opera-

tion, test number two will identify the faulty part. Be-

fore performing hydraulic circuit test, carefully check

belt tension and condition of driving pulley. Strand

tension of belt should be 125 lbs. on new belts and 75 lbs.

on old belts, as indicated by Tool J-7316 (Fig. 65).

Test Number One—Oil Circuit Open

Engine must be at normal operating temperature. In-

flate front, tires to correct pressure. All tests are made

with engine idling, so adjust engine idle speed to correct

specifications listed in Section 6 and proceed as follows:

a. With engine not running, disconnect flexible pres-

sure line from pump and install Tool J-5176 as

Fig.
65— Checking Belt Tension with Tool J-7316

CHEVROLET CHASSIS SERVICE MANUAL

STEERING 9-35

Fig.
66—Power Steering Diagnosis

shown in Figure 66. Gauge must be between shut-

off valve and pump. Open shut-off valve,

b.
Remove filler cap from pump reservoir and check

fluid level. Fill pump reservoir to full mark on

dip stick. Start engine and, holding steering

wheel against stop, check connections at Tool

J-5176 for leakage. Bleed system as outlined
under Maintenance and Adjustments. Insert ther-

mometer (Tool J-5421) in reservoir filler open-

ing. Move steering wheel from stop to stop

several times until thermometer indicates that

hydraulic fluid in reservoir has reached tempera-

ture of 150° to 170°F.

CAUTION: To prevent scrubbing flat spots on

tires,
do not turn steering wheel more than five

times without rolling car to change tire-to-floor

contact area.

c. Hold steering wheel against a stop momentarily

and read pressure gauge. If the maximum pres-

sure is below specifications, a faulty hydraulic

circuit is indicated. To determine which part is

faulty, proceed with test number two.

Test Number Two—Oil Circuit Closed

a. Slowly turn shut-off valve on J-5176 to closed

position and read pressure indicated on gauge.

Quickly reopen valve to avoid pump damage, if

indicated pressure is less than specification,

pump output is below requirement and pump may

be considered faulty. If pressure indicated is

within specifications, it may be safely assumed

that the external hoses, connections, valve and

adapter or steering gear is at fault.

NOTE:
If pump proves faulty in test number

two,
test should be repeated after pump is re-

paired and installed in vehicle. This will provide

a means of checking the repairs made to the

pump and the condition of the steering gear or

valve and adapter which may also be faulty.

COMPONENT REPLACEMENT AND REPAIRS

POWER STEERING PUMP

Removal (Fig. 67)

1.
Disconnect hoses at pump. When hoses are discon-

nected, secure ends in raised position to prevent

drainage of oil. Cap or tape the ends of the hoses to

prevent entrance of dirt.

NOTE:
Chevelle with 396 engine uses a remote

reservoir. It is necessary to disconnect the

reservoir to pump hose before removing the

pump.
Hold a 1 qt. container under the reservoir

when the hose is removed to catch the fluid.

2.
Install two caps at pump fittings to prevent drainage

of oil from pump.

3.
Remove pump belt.

4.
On Corvette with 427 engine, loosen alternator ad-

justment and remove pump to alternator belt.

5. Remove pump from attaching parts and remove pump

from vehicle.

NOTE:
On Chevrolet and Chevy II equipped with

283 and 327 engine it may be necessary to re-

move pump brace.

6. Remove drive pulley attaching nut.

7. Remove pulley from shaft with Tool J-21239 (for

stamped pulleys) or Tool J-8433-1 with J-8433-2
adapter (for cast iron pulleys). Do not hammer

pulley off shaft as this will damage the pump.

Fig.
67—Power Steering Pump Mounting

CHEVROLET CHASSIS SERVICE MANUAL