1967 CHEVROLET CAMARO Chassis Workshop Manual

CLUTCH AND TRANSMISSIONS 7-10 ,

GENERAL DESCRIPTION

The overdrive unit is essentially a two-speed planetary-

transmission attached to the rear of a conventional three-

speed transmission. In overdrive, engine speed is ap-

proximately 30 per cent slower at a given road speed

since the drive train includes planetary gears which pro-

vide a lower overall gear ratio than that obtained in high

gear with the conventional transmission.

The electrical equipment which controls the automatic

action of the mechanical portion of the overdrive unit

consists of a solenoid, a speed-sensitive governor switch,

a relay and a kickdown switch. The circuit including this

equipment makes it possible to operate in overdrive above

a pre-set cut-in speed, or in .conventional drive at any

speed.

With the overdrive unit engaged, the transmission

should not be left in any forward gear with intent of lock-

ing the drive-line as the overrunning clutch is a free-

wheeling condition.
SERVICING THE OVERDRIVE

With the,overdrive assembly removed from the trans-

mission, service operations on the transmission proper

are the same as for the standard three-speed trans-

mission.

Repairs to the overdrive housing, output shaft, ring

gear assembly, clutch cam, roller retainer, pinion cage,

sun gear, shift rail, sun gear control plate, output shaft

bearing, oil seal, speedometer drive gear, solenoid pawl

and interlock plunger may be performed underneath the

car, if so desired, by removing the overdrive housing

without disturbing the transmission. Refer to Overhaul

Manual for Service Procedure.

If the transmission mainshaft, overdrive adapter or

transmission rear bearing which is retained in adapter

require replacement, the entire transmission and over-

drive assembly should be removed and overhauled on the

bench.

MAINTENANCE AND ADJUSTMENTS

Servicing of the overdrive governor switch and pinion,

the sun gear solenoid, oil seal and cable bracket, the out-

put shaft rear oil seal, the control shaft lever, and the

speedometer driven gear may be accomplished without

removing the overdrive from the vehicle, as discussed

in the following paragraphs:

GOVERNOR SWITCH AND PINION

To remove governor switch, disconnect wires at gover-

nor switch and screw governor
out
of housing, using Tool

J-4653 on the flat hexagonal surface of governor case.

The pinion may be separated from the governor by re-

moving the snap ring on the shaft.

SUN GEAR SOLENOID, OIL SEAL AND

CONTROL CABLE BRACKET

Remove the solenoid by taking out the two mounting

bolts and lock washers, removing
the.
cable bracket with

the lower bolt. Turn the solenoid 1/4 turn and
pull,
sole-

noid plunger out of adapter. The oil seal may be pried

out of the adapter.

CASE REAR OIL SEAL

Removal

1.
Remove propeller shaft as outlined in Section 4.

2.
Using a punch against seal in housing, pry out seal

from housing.

Installation

1.
Prelubricate between sealing lips and coat outside of

new oil seal with a suitable sealant, then start seal

into bore in overdrive housing.

2.
Using Tool J-5154 drive oil seal into counterbore.

3.
Install propeller shaft as outlined in Section 4.

CONTROL SHAFT LEVER AND/OR "O" RING

OIL SEALS

To remove- the control shaft, disconnect the cpntrol
cable, remove tapered pin and pull lever out. Replace

the two "0" ring seals on the control shaft. Insert shaft

and new "O" ring seals into housing and install tapered

pin. Connect control wire to lever.

SPEEDOMETER DRIVEN GEAR

Disconnect speedometer cable, remove lock plate to

housing bolt and lock washer and remove lock plate. In-

sert screw driver in lock plate slot in fitting and pry

fitting, gear and shaft from housing. Pry "O" ring from

groove in guide.

Install new "O" ring in groove in fitting and insert

shaft.

Hold the assembly so slot in fitting is toward lock plate

boss on housing and install in housing. Push fitting into

housing until lock plate can be inserted in groove and

attached to housing.

L
dl

ZAIR GAP

km (CHECK WITH

M*= POINTS BARELY
'A

AoWER
|^

POINT

0 ADJUST

=^ i
SUPPORT

Fig. IB - Checking Relay Air Gap

CHEVROLET CHASSIS SERVICE MANUAL

CLUTCH AND TRANSMISSIONS 7-11

UPPER ARMATURE STOP

(BEND TO ADJUST POINT OPENING)

Fig.
2B-Adjusting Relay Point Opening

ELECTRICAL UNIT CHECKS

Overdrive Relay

Specifications and checking procedures for this relay

are as follows:

Specifications

Air Gap Oil inch minimum

Point Opening .025 inch

Closing Voltage
8.3-10.2
volts

Armature Sealing Voltage. ..... 11.2 volts maximum

Three checks and adjustments are required on the

overdrive relay; air gap, point opening and closing volt-

age.
The air gap contact point opening checks and adjust-

ments should be made with the battery disconnected.

Air Gap

The air gap should not normally require adjustment

unless the relay has been misadjusted. Check the air gap

with the points barely touching and adjust if necessary by

bending the lower point support (fig, IB).

Point Opening

Check the contact point opening and adjust by bending

the upper armature stop (fig. 2B).

Closing Voltage

To check the relay closing voltage, connect a potenti-

ometer or variable resistance of sufficient value (not less

than 50 ohms) in series with the "KD" terminal, connect a

voltmeter to the "IGN" and "KD" terminals. With the

ignition switch on, slowly decrease the amount of resist-

ance in order to check the relay closing voltage (the

overdrive solenoid and relay should click when the relay

closes). Adjust the closing voltage by bending the arma-

ture spring post (fig. 3B). Bend down to increase the

closing voltage and bend up to decrease the closing

voltage.

To check the sealing voltage, increase the voltage after

the relay closes until the armature seals against the

core.
Decrease the sealing voltage by reducing the relay

air gap.

Solenoid

Closing Coil

Remove solenoid from transmission, connect a jumper

wire between negative terminal of battery and mounting

flange of solenoid. Connect a second jumper wire be-
ARMATURE SPRING PQST

(BEND TO ADJUST CLOSING VOLTAGE)

Fig.
3B - Adjusting Relay Closing Voltage

tween the battery positive terminal and solenoid terminal

No.
4; this should cause the solenoid pawl to move out.

If solenoid chatters, Hold-In Coil is defective.

Engaging Spring

With jumper wire connected as in paragraph above,

(solenoid energized, plunger extended) place ball end of

solenoid against bench. Push down on solenoid. The

pawl rod should move in 3/8M under a load of not less

than 8 lbs. nor more than 12. Pawl should move out to

extended position when load is removed.

Ignition Grounding Contact

Place a test lamp between negative battery terminal

and solenoid terminal No. 6. Lamp should light when this

connection is made. Remove jumper from between nega-

tive battery terminal and solenoid terminal No. 4. Pawl

rod should snap "in" and test lamp should go out.

Governor Switch

Remove overdrive wire at governor and connect test

lamp between governor overdrive terminal and positive

terminal of battery. Drive car on road or raise on jacks.

The lamp should light at a car speed of between 26 to 30

MPH. Upon decreasing speed, the lamp should go out at

between 28 and 23.5 MPH. The car speed differential

between light "on" and light "off" should be 2 or 3 MPH.

Kickdown Switch

Disconnect the 4 wires at kickdown switch.

1.
Connect test lamp between "SW" terminal and posi-

tive terminal of battery; with switch in normal posi-

tion, lamp should light when "REL" terminal is

grounded but should not light when "IGN" or "SOL"

terminals or switch case is grounded.

2.
Connect test lamp between "IGN" terminal and posi-

tive terminal of battery; with switch stem pushed in,

lamp should light when "SOL" terminal is grounded,

but should not light when "SW" or "REL" terminals

or switch case is grounded.

CHEVROLET CHASSIS SERVICE MANUAL

CLUTCH AND TRANSMISSIONS 7-12

DIAGNOSIS-OVERDRIVE

MECHANICAL

Any one of the following general complaints may be due

to non-standard mechanical conditions in the overdrive

unit:

1.
Does not drive unless locked up manually.

2.
Does not engage, or lock-up does not release.

3.
Engages with a severe jolt, or noise.

4.
Free-wheels at speeds over 30 mph.

These^ troubles may be diagnosed and remedied as de-

scribed in the following paragraphs.

1.
Does not drive unless locked up manually.

a. Occasionally, the unit may not drive the car for-

ward in direct drive, unless locked up by pulling

the dash control. This may be caused by one or

more broken rollers in the roller clutch, the

remedy for which is the replacement of the entire

set of rollers.

b.
This may also be caused by sticking of the roller

retainer upon the cam. This retainer must move

freely to push the rollers into engaging position,

under the pressure of the two actuating springs.

c. Sometimes this is due to slight indentations, worn

in the cam faces by the rollers spinning, remedied

by replacement of the cam.

2.
Does not engage, or lock-up does not release

.. a. Dash control improperly connected—-Unless the

overdrive dash control wire is connected to the

lockup lever on the left side of the overdrive

housing in such a manner as to move the lever

all the way back when the dash control knob is

pushed in, it may hold the shift rail in such a po-

sition as to interlock the pawl against full engage-

ment resulting in a buzzing noise when overdrive

engagement is attempted.

To correctly make this connection, loosen bind-

ing post at lever, pull dash control knob out 1/4",

move lever all the way to the rear, and tighten

binding post.

b.
Transmission and overdrive improperly aligned—

The same symptoms as above may also result

from misalignment, at assembly, of the overdrive

housing to the transmission case, resulting in

binding of the overdrive shift rail, so that the re-

tractor spring cannot move the rail fully forward,

when the dash control knob is pushed in, and the

transmission is not in reverse. Under such con-

ditions, the unit may remain fully locked up.

To test for this, be sure that the transmission

is not in reverse; disconnect the dash control

wire from the lockup lever, and feel the lever for

free forward movement. If the lever can be

moved forward more than 1/4", it indicates that

misalignment probably exists. To correct this,

Jposen the capscrews between the overdrive hous-

ing and transmission case, and tap the adpater

plate and overdrive housing until a position is

found where the rail shifts freely; tighten cap-

screws.

c. Kickdown switch improperly adjusted—The posi-

tion of the kickdown switch should be adjusted,

by means of the two large nuts which clamp the

switch shank, so the switch plunger travels 3/16"
before the throttle lever touches its stop.

Occasionally the large nuts which clamp the

switch through the switch bracket are tightened

sufficiently to bend the switch shank, thus pre-

venting free motion of the switch stem. This may

usually be remedied by loosening the upper of the

two nuts.

d. Improper installation of solenoid—If car cannot

be rolled backward under any circumstances and

there is no relay click when the ignition is turned

on, it probably indicates that the solenoid has

been installed directly, without twisting into the

bayonet lock between solenoid stem and pawl, thus

jamming the pawl permanently into overdrive en-

gagement. If the car will occasionally roll back-

wards, but not always, (and there is no relay click

when the ignition switch is turned on) it may indi-

cate that, upon installation, the bayonet lock was

caught, and the solenoid forcibly twisted into

alignment with the attaching flange, thus shearing

off the internal keying of the solenoid. Under

these circumstances, the end of the solenoid stem

may not catch in the pawl, and upon release of the

solenoid, the pawl will not be withdrawn promptly

from engagement, but simply drift out. If the

solenoid stem end has its two flats exactly facing

the two solenoid flange holes, it will not withdraw

the pawl properly. If the stem can be rotated

when grasped by a pair of pliers, it indicates that

the internal keying has been sheared.

e. Improper positioning of blocker ring—Occasion-

ally, either in assembly at the factory, or in

service operations in the field, the internal parts

of the overdrive unit may have been rotated with

the solenoid pawl removed, causing the blocker

ring to rotate, so that its two lugs are not located

with respect to- the pawl as shown in Figure 12B.

In other words, the solid portion of the blocker

ring may be in alignment with the pawl, which will

prevent fill} engagement of the pawl with the sun

gear control plate/

To test for this condition, remove solenoid

cover, pull dash control knob out, roll car 2 ft.

forward. Push dash control in, turn ignition

switch on. Then ground the "KD" terminal of

relay, and watch movement of center stem of

solenoid. It should not move more than 1/8" when

the solenoid clicks. Then, with the relay terminal

still grounded, shift into low gear, and roll car

forward by hand. Solenoid stem should then move

an additional 3/8", as the pawl engages fully.

These two tests indicate proper blocker action.

Unless both tests are met, the blocker ring is

probably not in the correct position.

3.
Engages with a severe jolt or noise

Insufficient blocker ring friction may cause the ring

to lose its grip on the hub of the sun gear control

plate. Check the fit and tension of the ring as de-

scribed under "Cleaning and Inspection".

4.
Free-wheels at speeds over 30 MPH

If cam roller retainer spring tension is weak the unit

will free wheel at all times. Check spring action as

described under "Cleaning and Inspection".

CHEVROLET CHASSIS SERVICE MANUAL

CLUTCH AND TRANSMISSIONS 7-13

PULL-IN

WINDING
li
HOLD-IN

WINDING

Fig.
4B -
Overdrive Electrical Circuit Wiring Diagram

ELECTRICAL

Any one of the following general complaints may be due

to electrical trouble in the overdrive circuit.

1.
Does not engage.

2.
Does not release.

3.
Does not kickdown from overdrive.

These troubles may be traced and remedied as de-

scribed in the following paragraphs.

1.
Does not engage

a. With the ignition switch on, ground the "KD" ter-

minal of the solenoid relay with a jumper lead.

If the solenoid clicks, the relay and solenoid cir-

cuits are in operating condition. If no click is

heard in the relay, check the fuse and replace if

defective.

b.
If the fuse is good, use a second jumper lead to

connect the "SOL" and "BAT" terminals of the

relay. If a click is now heard in the solenoid, the

relay is probably at fault and should be repaired

or replaced.

c. If the solenoid does not click in Step b, check the

wiring to the No. 4 terminal of the solenoid and

replace if necessary. If the wiring is not defec-

tive,
the trouble is probably in the solenoid. Re-

move the solenoid cover, examine the solenoid

contacts in series with the pull-in winding and

clean if necessary. Test again for clicks, as in

Step b, after replacing solenoid cover and lead

wires.
Replace the solenoid if trouble has not

been corrected.

d. If the relay and solenoid circuits are in good con-

dition as determined in Step a, leave the ignition

switch on and make sure the manual control knob

is in the overdrive position. Ground one and then

the other of the two terminals next to the stem of

the kickdown switch (identified as "SW" and
?fREL"). K the solenoid clicks when one terminal

is grounded but not the other, replace the switch.

If the solenoid does not click when either of the

terminals is grounded, check the wiring between

the relay and the kickdown switch and replace if

defective.

e. If the solenoid clicks as each terminal is grounded

in Step d, ground the governor switch terminal.

If the solenoid clicks, the governor switch may be

defective. If the solenoid does not click, check

the wiring between the kickdown and governor

switches and replace if necessary.

2.
Does not release

a. Remove the connection to the "KD" terminal of

the relay. If this release overdrive, look for a

grounded control circuit between the relay and

governor switch.

b.
If the overdrive is not released in Step a, dis-

connect the lead to the "SOL" terminal of relay.

If this releases the overdrive, replace the relay.

3.
Does not kickdown from overdrive

a. With the engine running, connect a jumper lead

between the No. 6 terminal of the solenoid and

ground. Operate the kickdown switch by hand.

This should stop the engine. If it does, the sole-

noid is probably defective and it should be checked

for dirty ground-out contacts or other defects

within the ground-out circuit of the solenoid (fig.

4B).
Clean the contacts or replace the contact

plate as required.

b.
If the engine does not stop in Step a, ground one

and then the other of the two terminals (Identified

as "IGN" and "SOL") farthest from the sfem of

the kickdown switch. The engine should stop when

one of the two terminals (IGN) is grounded. If

the engine does not stop when the terminal is

grounded, the wiring or connections to the switch

between the switch and coil are defective. When

the btlier terminal (SOL) is grounded, the engine

should stop when the kickdown switch is operated.

If the engine does not stop when the kickdown

switch is operated with the second terminal

grounded, the kickdown switch is defective. If

the trouble is in the kickdown switch, adjust the

linkage to give more travel of the switch rod.

If this does not correct the trouble, replace the

kickdown switch.

If the kickdown switch operates as it should,

check for an open circuit in the wiring between

the kickdown switch and the No. 6 terminal of the

solenoid.

c. If the trouble is not located by the above checks,

the upper contacts of the kickdown switch may not

be opening. To check for this condition, ground

the overdrive control circuit at the governor

switch. This should cause the solenoid to click.

Operate the kickdown switch by hand. This should

cause a second click as the solenoid releases.

If there is no second click, adjust the linkage to

give more travel of the switch rod. If this does

not correct the trouble, replace the kickdown

switch.

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 7-15

LOCATING

GAGE B

N

Fig.
1C - Warner T-16 3-Speed Lever and Linkage Adjustment (Camaro and Corvette)

Clearance should be .002 to .008. Interlock sleeves

are available in four sizes to give the proper

clearance.

6. Install outer shifter levers to shafts with lock wash-

ers and nuts. Tighten securely. v

7.
Instill shifting forks to shift levers (1st and re-

verse fork "hump" towards bottom).

Installation

1.
Install new side cover gasket to transmission case,

install cover and secure with lock washers and cap

screws.

NOTE: The two rear side cover to case at-

taching bolts have a special oil sealing spline

and must be used at these two "through" hole

locations.

2.
Connect control rod and cross shaft to control

levers.

1.
Side Cover

2.
Poppet

3. 1st and Reverse Shifter

Lever and Shaft

4.
Poppet Spring

5. 1st and Reverse Shifter

Fork
6. Interlock Pin

7. 2nd and 3rd Shifting

Fork

8. Interlock Sleeve

9. 2nd and 3rd Shifter

Lever and Shaft

10.
"O11 Ring Seal

Fig.
2C - Side Cover Assembly - Layout

CHEVROLET CHASSIS SERVICE MANUAl

CLUTCH AND TRANSMISSIONS 7-16

FOUR-SPEED TRANSMISSION (MUNCIE)

INDEX

Page

General Description 7-16

Maintenance and Adjustments 7-16

Shift Linkage Adjustment 7-16

Gearshift Lever Reverse Blocker Cable 7-17

Replacement . 7-17

Adjustment 7-17

Speedometer Driven Gear and Oil Seal 7-19

Replacement 7-19

Transmission Side Cover 7-19

Removal 7-19
Page

Disassembly 7-19

Assembly 7-19

Installation . 7-19

Extension Oil Seal ......... 7-19

Replacement 7-19

Component Parts Replacement 7-20

Transmission Replacement 7-20

Removal from Vehicle , 7-20

. Installation in Vehicle . . . 7-20

GENERAL DESCRIPTION

The four-speed synchromesh transmission incorpo-

rates helical gears throughout specially designed to pro-

vide high torque capacity without additional weight, and

gear teeth proportioned to operate at high speeds with

neither excessive heat generation nor excessive fric-

tional losses. Shafts, bearings, high capacity clutches

and other precision parts are held to close limits, pro-

viding 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 at the

rear end of the transmission case in a retainer casing.

The counter gear 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.

The two-piece reverse idler gear is carried on bronze

bushings while thrust is taken on thrust washers located

between the front of the gear and the back of the reverse

idler thrust boss and between the rear of the gear and the

reverse idler shaft boss in the case extension.

Gearshifting is manual through shift control rods to the

transmission cover shifter levers for first through fourth

gears,
and to the reverse lever located in the case ex-

tension. The shifter lever to the rear of the transmis-

sion cover controls first and second gears while the

lever to the front controls third and fourth gears. All

four forward gears are fully synchronized. The trans-

mission may be used as an aid in deceleration by down-

shifting in sequence without double clutching. Reverse is

not synchronized, however, it is a helical gear to insure

quiet operation.

MAINTENANCE AND ADJUSTMENTS

SHIFT LINKAGE ADJUSTMENT (EXC. CORVETTE

AND CAMARO) (Fig. 1m)

1.
Set Transmission Levers (M), (P) and (S) in neutral

detent position.

2.
Move Shift Lever (A) to neutral detent position and

insert a Locating Gauge (1/8" thick by 41/64" (.646)

wide and 3" long) (B) into Control Lever Bracket

Assembly slot.

3.
Install Rod (V) with retainer on Lever (D).

4.
Maintaining Lever (D) against Locating Gauge, ad-

just Clevis (T) at Lever (S) until clevis pin freely

passes through holes in Clevis and Lever.

5. Install clevis pin, washer, and cotter pin. Tighten

Jam Nut (U) against Clevis.

6. Install Rod (H) with retainer on Lever (W).

7. With Jam Nuts (J) and (L) and Swivel (K) loose on

Rod (H), insert and attach Swivel with washer and

retainer to Lever (M).

8. Maintaining Lever (W) against Locating Gauge (B)

and while holding Swivel (K), run Jam Nut (J) against

Swivel until Nut contacts Swivel. Then tighten Jam

Nut (L) against Swivel.

9. Install Rod (R) with retainer on Lever (P).

10.
With Jam Nuts (E) and (G) and Swivel (F) loose on

Rod (R), insert and attach Swivel with retainer to
Lever (C).

11.
Maintaining Lever (C) against Locating Gauge (B) and

while holding Swivel (F), run Jam Nut (G) against

Swivel until Nut contacts Swivel. Then tighten Jam

Nut (E) against Swivel.

12.
Remove Locating Gauge and check shifts to insure

proper operation. Readjust clevis and swivels if

necessary.

NOTE:
Control rods may be attached to trans-

mission shift lever lower holes, to reduce shift

lever travel, for a "faster shift" adjustment op-

tion.
Increased shifting effort is required when

control rods are installed in this "short throw"

position.

CORVETTE AND CAMARO SHIFT LINKAGE

ADJUSTMENT (Fig. 2M)

1.
Set Transmission Shift Levers in neutral position.

2.
Move Shift Lever (A) to neutral position and insert

Locating Gauge (C) into control Lever Bracket As-

sembly (B).

3.
Install Reverse Rod (J) with Retainer on Lever (O).

4.
With two Jam Nuts and Swivel loose on Rod (J) insert

and attach Swivel with Retainer to Lever (D).

CHEVROLET CHASSIS SERVICE MANUAL

CLUTCH AND TRANSMISSIONS 7-17

VIEW A

Fig.
1M - Four-Speed (Muncie) Transmission Gearshift Linkage (Chevrolet Shown)

5.
Repeat steps 3 and 4 for Hod (K) and (L).

6. Remove Locating Gauge and check shift to insure

proper operation.

GEAR SHIFT LEVER REVERSE

BLOCKER CABLE (Fig. 3M)

Replacement

In the event replacement is necessary use the following

procedure.

1.
Remove seat separator (console) assembly.

2.
Remove shift lever seal retainer and slide seal up

on lever.

3.
Remove shift lever knob, and the 2 lever to bracket

retaining nuts and remove the lever assembly.

4.
Replace blocker cable - thread new cable up through

lever and MT" handle and install cable retainer

through access slot. Adjust retainer to hold blocker

end .010/.020" above lever bracket surface, then lock

and cut off excess cable.

5.
Reverse Steps 1, 2 and 3 to install.
Figure 3M shows the adjustment and lubrication proce-

dure for the mechanism. This Figure applies to both

models of lever assemblies.

NOTE: If, for any reason, the cable assembly

is removed from the handle, it is difficult to in-

stall without rework. This is due to the fact that

the extra length of the cable is trimmed after

assembly and, therefore, it is almost impossible

to get the shortened cable to enter the cable hole

in the cylindrical retainer.

If new service cable assemblies are not available, the

original part can be re-used by butt soldering a 2.00 inch

piece of small wire to the cable end. Trim the solder

joint so that it will pass through the hole in the retainer.

After assembly, trim off the excess wire as shown in

Figure 3M.

Adjustment

1.
With set screw loose, assemble cable through hole

in cylindrical retainer above handle.

CHEVROLET CHASSIS SERVICE MANUAL