1967 CHEVROLET CAMARO clock

ENGINE-ELECTRICAL 6Y-26

INSTALLATION-ENGINE NOT DISTURBED

(ALL MODELS)

1.
Turn the rotor about 1/8 turn in a clockwise direc-

tion past the mark previously placed on the distribu-

tor housing to locate rotor.

2.
Push the distributor down into position in the block

with the housing in a normal "installed" position

(fig. 15i).

NOTE: It may be necessary to move rotor

slightly to start gear into mesh with camshaft

gear, but rotor should line up with the mark

when distributor is down in place.

3.
Tighten the distributor clamp bolt snugly and con-

nect vacuum line. Connect primary wire to coil

terminal and install cap. Also install spark plug and

high tension wires if removed.

NOTE: It is important that the spark plug wires

be installed in their proper location in the

supports.

4.
Time ignition as previously described under Tune-

Up in Section 6.

INSTALLATION-ENGINE DISTURBED

(ALL MODELS)

1.
Locate No. 1 piston in firing position by either of two

methods described below,

a. Remove No. 1 spark plug and, with finger on plug

hole,
crank engine until compression is felt in the

No.
1 cylinder. Continue cranking until timing

mark on crankshaft pulley lines up with timing

tab attached to engine front cover.

b.
Remove rocker cover (left bank on V-8 engines)

and crank engine until No. 1 intake valve closes

and continue to crank slowly about 1/3 turn until
CENTRIFUGAL

jS ADVANCE

ROTATING

POLE PIECE

STATIONARY

POLE PIECE

MAGNETIC

PICKUP

ASSEMBLY

VACUUM

ADVANCE

DISTRIBUTOR

HOUSING

Fig.
151—Six Cylinder Engine Distributor
Fig.
16i—Magnetic Pulse Distributor Components

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-29

each capacitor (not illustrated). The capacitor is

shorted if both readings are zero.

6. Resistor Rl: The resistor is open if both readings

are infinite.

7. Resistor R2: Use an ohmmeter scale on which the

1800 ohm value is within, or nearly within, the

middle third of the scale. If both readings are infi-

nite, the resistor is open.

8. Resistor R3: Use an ohmmeter scale on which the

680 Ohm value is within, or nearly within, the middle

third of the scale. If both readings are infinite, the

resistor is open.

9. Resistor R4: Select an ohmmeter scale on which the

15000 ohm value is within, or nearly .within, the

middle third of the scale. If either reading is infi-

nite, the resistor is open. ~

10.
Resistor R5: Use the lowest range ohmmeter scale.

The resistor is open if either reading is infinite.

NOTE:
This resistor on some applications may

be located in the vehicle wiring harness, and not

on the panel board.

11.
Resistor R6: An ohmmeter scale on which the 150

ohm value is within or nearly within, the middle

third of the scale should be used. If both readings

are infinite, the resistor is open.

REASSEMBLY

During assembly, coat with silicone grease both sides

of the flat insulators used between the transistors and

heat sink, and also the heat sink on the side on which the

transistors are mounted. The silicone grease, which is

available commercially, conducts heat and thereby pro-

vides better cooling.'

IGNITION PULSE AMPLIFIER

R-5

C-3 Ju

MAGNETIC PULSE

DISTRIBUTOR
IGNITION SWITCH REPLACEMENT (Figs.
21
i to 23i)

CHEVROLET, CHEVY II AND CORVETTE

1.
Raise hood and disconnect battery ground cable from

battery.

2.
Remove lock cylinder by positioning switch in "off"

position and inserting wire in small hole in cylinder

face. Push in on wire to depress plunger and con-

tinue to turn key counter-clockwise until lock cylin-

der can be removed.

3.
Remove the metal ignition switch nut from the pas-

senger side of the dash using Tool J-7607 (Fig. 21i).

4.
Pull the ignition switch out from under the dash and

remove the wiring connectors.

5. To remove the "theft resistant" connector, the

switch must be out from under the dash as outlined

in Step 4. Using a screw driver unsnap the locking

tangs on the connector from their position on the

switch as shown in Figure 22i. Unplug the connector.

6. Snap the connector into place on a new ignition

switch.

7. Place the switch into position from behind the dash

and install the metal ignition switch nut.

8. Install the lock cylinder.

9. Install the battery cable to the battery and lower the

hood.

CHEVELLE

1.
Disconnect battery ground cable.

2.
Remove ash tray, retainer attaching screws and

retainer.

3.
Remove A/C distributor duct retaining screws and

duct.

Fig.
19i—Pulse Amplifier Internal Circuitry
Fig.
20i—Transistor Checking

CHEVROLET Oi

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 9-2

Fig.
1—Cover
Attaching Bolts—Chevy li Shown

ADJUSTMENTS

STEERING
GEAR

Before any adjustments are made to the steering gear

in an attempt to correct such conditions as shimmy,

loose or hard steering etc., a careful check should be

made of front end alignment, shock absorbers, wheel

balance and tire pressure for possible cause.

Correct adjustment of the steering gear is very im-

portant. Perform adjustments following the sequence

listed below,

1.
Remove pitman arm nut and mark relation of pitman

arm position to sector shaft. Remove pitman arm

with Tool J- 6632 as shown in Figure 2.

2.
Loosen the pitman shaft lash adjuster screw locknut

and turn the adjuster screw a few turns in a counter-

clockwise direction (fig. 3). This removes the load
Fig. 2—Removing Pitman Arm

imposed on the worm bearings by the close meshing

of rack and sector teeth. Turn steering wheel gently

in one direction until stopped by gear, then back away

about one turn.

CAUTION: Do not turn steering wheel hard

against stops when steering relay rod is discon-

nected as damage to ball guides may result.

3.
All except Corvette and telescopic columns:

a. Disconnect steering column harness at chassis

wiring connector plug.

b.
Remove horn cap or ornament and using an inch

pound torque wrench and socket on steering wheel

nut, measure torque required to keep the wheel

in motion.

LASH ADJUSTER

SCREW

LOCK NUT

WORM BEARING

ADJUSTER
\

WORM

ADJUSTER

Fig.
3—Steering Gear Adjustment Points

CHEVROLET CHASSIS SERVICE MANUAL

STEERING 9-3

Fig.
4-Checking Wheel PuI!-Corvette

c. If torque does not lie within limits given in speci-

fications at rear of manual, adjustment is

necessary.

4.
Corvette and telescopic columns:

a. Use Tool J-5178 to measure.pull at rim of wheel

required to keep wheel in motion (fig. 4).

b.
If pull does not lie within limits given in specifi-

cations in rear of manual, adjustment of worm

bearings is necessary.

NOTE:
If vehicle is equipped with a tilt steer-

ing column, it will be necessary to disconnect

the steering coupling to obtain a torque reading

of the steering column. This torque should then

be subtracted from any reading taken on the

gear.

5. To adjust worm bearings, loosen worm bearing ad-

juster locknut and turn worm bearing adjuster shown

in Figure 3 until there is no perceptible end play in

worm. Check pull at steering wheel, readjusting: if

necessary to obtain proper pull. Tighten locknut and

recheck pull. If the gear feels "lumpy" after adjust-

ment of worm bearings, there is probably damage in

the bearings due to severe impact or to improper

adjustment and the gear must be disassembled for

replacement of damaged parts.

6. After proper adjustment of worm is obtained and all

mounting bolts securely tightened, adjust lash ad-

juster screw. First turn the steering wheel gently

from one stop all the way to the other, carefully

counting the total number of turns. Then turn wheel

back exactly half way, to center position. Turn lash

adjuster screw clockwise to take out all lash in gear

teeth, and tighten locknut. Check pull at steering

wheel taking highest reading as wheel is turned

through center position. See specifications in rear of

manual for proper sector lash adjustment. Readjust

if necessary to obtain proper pull.
NOT MORE THAN

T/a INCH FROM

CENTERLINE

Fig.
5—Steering Wheel Alignment

NOTE:
If maximum specification is exceeded,

turn las£ adjuster screw counterclockwise, then

come up on adjustment by turning the adjuster in

a clockwise motion.

7. Tighten locknut then recheck pull, as it must lie be-

tween specified readings.

Fig.
6—Adjusting Steering Ratio—Corvette

CHEVROLET CHASSIS SERVICE MANUAL