1967 CHEVROLET CAMARO oil level

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 7-32

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

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

CLUTCH AND TRANSMISSIONS 7-37

LI.
- LI Range can be selected at any vehicle speed,

and the transmission will shift to second gear

and remain in second until vehicle speed is re-

duced to approximately 40 MPH, .depending on

axle ratio. LI Range position prevents the trans-

mission from shifting out of first gear.
It is very important that any communication concerning

the Turbo Hydra-Matic always contain the transmission

serial number and that all transmission parts returned

to Chevrolet Motor Division always be tagged with the

transmission serial number.

MAINTENANCE AND ADJUSTMENTS

TRANSMISSION FLUID

Transmission fluid level should be checked with trans-

mission warm and selector lever in "P" Park position,

every time engine oil level is checked or as specified in

Section 0 when engine oil is changed.

CAUTION: Since the Turbo Hydra-Matic trans-

mission is very sensitive to oil level, special

precautions should be taken when checking the

oil level, to insure against an overfifE

Transmission fluid should be changed as specified in

Section 0.

FLUID LEVEL INDICATOR

The fluid level indicator is located in the filler pipe at

the right rear corner of the engine. To bring the fluid

level from the add mark to the full mark add 1 pint.

Fluid level should be to the full mark with transmission

at normal operating temperature. With cold fluid the

level should be at the add mark or slightly below.

SHIFT CONTROL LINKAGE ADJUSTMENT

Adjust linkage as shown below and in Figure 2.

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 selector 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.

See schematic diagram.

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

Steps 2 and 6. -

l(h Readjust indicator needle if necessary to agree with

the transmission detent" positions. See Section 9.

11.
Readjust neutral safety switch if necessary to pro-

vide the correct relationship to the transmission de-

tent positions. See Section 12.

12.
When properly adjusted the following conditions must

be met by manual operation of the steering column

shift lever:

a. From reverse to drive position travel, the trans-

mission detent feel must be noted and related to

indicated position on dial.

b.
When in drive and reverse positions, pull lever

rearward (towards steering wheel) and then re-

lease. It must drop back into position with no

restrictions.

NEUTRAL SAFETY SWITCH ADJUSTMENT

The neutral safety switch must be adjusted so that the

car will start in the park or neutral position, but will not

start in the other positions. For replacement refer to

Section 12 of this Manual.

DRAINING AND REFILLING TRANSMISSION

Drain oil immediately after operation before it has had

an opportunity to cool.

To drain oil proceed as follows:

1.
Remove bottom pan attaching screws, pan, and gas-

ket.

2.
Remove oil strainer. Remove "O" ring seal from

pick-up pipe and discard.

3.
Discard strainer if dirty.

4.
Install new "O" ring seal on pick-up pipe and install

strainer and pipe assembly.

5.
Thoroughly clean bottom pan.

6.. Affix new gasket to bottom pan with petroleum jelly.

7.
Install bottom pan with attaching screws and torque

to specifications;

8. If only the pan has been removed, pour approximately

7-1/2 pints of fluid into the transmission. If the

valve body has also been removed use 9-1/2 pints.

After a complete overhaul approximately 19 pints

are required. Be sure container, spout, or funnel is

clean.

9. Start engine and let idle (carburetor off fast idle

step).
Place selector lever in P position and apply

hand brake.

10.
With transmission warm (approximately 150°F), add

fluid to bring level to full mark on indicator.

CAUTION: Do not overfill. Foaming will re-

sult.

CHEVROLET CHASSIS SERVICE MANUAL

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

CLUTCH AND TRANSMISSIONS 7-42

c. Converter
—•
leak in weld.

d. Pump tfO" ring seal — damaged. (Also check

pump groove and case bore.)

e. Porous casting (pump or case).

5. OIL COMES OUT VENT PIPE

a. Transmission over-filled.

b.
Water in oil.

c. Pump to case gasket mispositioned.

d. Foreign material between pump and case, or be-

tween pump cover and body.

e. Case — porous, pump face improperly machined.

f. Pump — shy of stock on mounting faces, porous

casting.

CASE POROSITY-REPAIR

Transmission leaks caused by aluminum case porosity

have been successfully repaired with the transmission in

the vehicle by using the following procedure.

1.
Road test and bring the transmission to operating

temperature.

2.
Raise the car and, with the engine running, locate the

source of the oil leak. Check for leaks in all operat-

ing positions.

NOTE:
The use of a mirror will be helpful in

finding leaks.

3.
Shut off engine and thoroughly clean area with a sol-

vent and air dry.

4.
Using the instruction of the manufacturer, mix a suf-

ficient amount of epoxy cement, part #1360016, to

make the repair.

5. While the transmission is still hot, apply the epoxy

to the area, making certain that the area is fully

covered.
6. Allow epoxy cement to dry for three hours and re-

test for leaks, as outlined in Steps 1 and 2.

OIL PRESSURE CHECK

With Car Stationary

Transmission oil pressure gauge and engine tachome-

ter should be connected and the oil pressures should

check as follows:

1.
Pressures indicated below are at 0 output speed with

the vacuum modulator tube disconnected and with en-

gine at 1200 rpm.

Approximate

Altitude of Check

(Ft. above sea level)

0

2,000

4,000

6,000

8,000

10,000

12,000

14,000
Drive

Neutral

Park

150

150

145

138

132

126

121

116
LI

or

L2

150

150

150

150'

150

150

150

150
Reverse

244

233

222

212

203

194

186

178

2.
Pressures indicated below are with the vacuum tube

connected for normal modulator operation, and with

the engine at 1200 rpm.

NOTE:
Pressures are not significantly affected

by altitude or barometric pressure when the

vacuum tube is connected.

Drive, Neutral, Park Ll or L2 Reverse

70 150 107

TURBO HYDRA-MATIC SHIFT POINTS

Engine

Throttle

Position

Closed

Detent

Touch

Thru

Detent
V327 (L30)

2.73 Axle - 8.25 - 14 Tire

•1-2 Up

7.7-11.5

36.4-50.1
2-1 Dn

10.9-6.9

74.8-91.4
2-3 Up

17.5-22.6

85.1-67.6
3-2 Dn

19.5-14.6

43.3-26.6
Chevrolet Models
(MPH)

V396 (L35)

2.73 Axle - 8.25 - 14 Tire

1-2 Up

8.0-12.9

38.4-55.9
2-1 Dn

10.3-4.3

45.6-25.2
2-3 Up

17.2-27.8

/

74.8-91.7
3-2 Dn

18.3-12.6

83.7-65.0
V427 (L36)

2.73 Axle - 8.25 - 14 Tire

1-2 Up

8.6-12,6

44.1-58.5
2-1 Dn

1-1.7-6.6

45.8-27.2
2-3 Up

17.5-30.7

81.1-99.4
3-2 Dn

18.9-14.3

92.6-73.4

Chevelle Models (MPH)

Throttle

Position

Closed

Detent

Touch

Thru

Detent
V396(L34)

3.07 Axle - F70 - 14 Tire

1-2 Up

7.4-10.9

38.1-50.4
2-1 Dn

9.6-5.7

39.5-23.5
2-3 Up

15.1-26.4

69.9-85.7
3-2 Dn

16.3-12.4

79.8-63.3

CHEVROLET CHASSIS SERVICE MANUAL

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 9-35

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