1967 CHEVROLET CAMARO length

AIR INJECTOR REACTOR SYSTEM 6T-4

Air injection Tube

Inspection (Fig. 5)

• There is no periodic service or inspection for the

air injection tubes, yet on In Line engines whenever

the cylinder head is removed or on V8 engines when-

ever the exhaust manifolds are removed, inspect the

air injection tubes for carbon build up and warped or

burnt tubes.

• Remove any carbon build up with a wire brush.

• Warped or burnt tubes must be replaced.

Replacement

• On In Line engines remove carbon from tubes and

using penetrating oil, work tubes out of cylinder

head.

• On V8 engines clamp exhaust manifold in a vise,

remove carbon from tubes and using penetrating oil,

work tubes out of manifold.

• Install new tubes in cylinder head or manifold.

Air Injection Pump

Inspection

Accelerate engine to approximately 1500 KPM and

observe air flow from hose.Osf). If air flow increases as

engine is accelerated, pump is operating satisfactorily.

If air flow does not increase or is not present, proceed

as follows:

• Check for proper drive belt tension.

• Check for a leaky pressure relief valve. Air maybe

heard leaking with the pump running.

NOTE:
The Air Injection Reactor System is

not completely noiseless. Under normal condi-

tions noise rises in pitch as engine speed in-

creases. To determine if excessive noise is the

fault of the Air Injection Reactor System, oper-

ate the engine with the pump drive belt removed.

IN LINE

INJECTION

si

AIR AAANIFOLD^

ASSEMBLY
AIR MANIFOLD

ASSEMBLY ^S

~jk
VALVE

V-8

ff

>yi
INJECTION

» TUBE
' ,•

Fig.
5—Air Injection Tube (Typical)
Fig.
6-HRemoving Pressure Relief Valve

If excessive noise does not exist with the belt

removed proceed as follows:

Check for proper installation of relief valve silencer

on L-6 and 283, 327, 350 cu. in. V-8 engines.

Check for a seized Air Injection Pump.

Check hoses, tubes, air manifolds and all connec-

tions for leaks and proper routing.

Cheqk carburetor air cleaner for proper installation.

Check air injection pump for proper mounting.

If none of the above conditions exist and the air in-

jection pump has excessive noise remove then repair

as outlined in the Overhaul Manual.

Replacement

Disconnect,
t&e
hoses at the pump.

Remove pump pulley as outlined.

Remove pump mounting bolts and remove pump.

Install pump with mounting bolts loose.

Install pump pulley as outlined.

Install and adjust belt as outlined.

Connect the hoses at the pump.

Pressure Relief Valve Replacement

1.
Using J-7055-5 and J-6585 pull relief valve from

housing (fig. 6).

2.
Using a 15/16" socket tap the relief valve into hous-

ing until the valve shoulders on the housing (fig. 7).

CAUTION: Use extreme care to avoid distort-

ing housing.

NOTE:
Various length pressure setting plugs

(fig. 8) designed for the particular requirements

of vehicle - engine combinations, determine the

CHEVROLET CHASSIS SERVICE MANUAL

SECTION 6Y

ENGINE ELECTRICAL

CONTENTS
OF
THIS SECTION

Page

System

6Y-19
6Y-32

6Y-34

BATTERY

INDEX

Page

General Description 6Y_i

Types of Batteries 6Y-1

Dry Charged Batteries 6Y-2

Activating Dry Charged Batteries 6Y-2

Wet Charged Batteries 6Y 2

Periodic Service 6Y-3

Common Causes of Failure 6Y-3

Delco Eye 6Y_3

Electrolyte Level
AY
3

Water Usage ] \ 6Y_3

Cleaning 6Y_4

Cables 6Y_4

Carrier and Holddown 6Y-4
Page

Safety Precautions 6Y-4

Charging Procedures . . gY_4

Slow Charging gY-4

Fast Charging . * 6Y-4

Emergency Boost Charging 6Y-4

Test Procedures QY-S

Visual Inspection 6Y-5

Instrument 6Y-5

Full Charge Hydrometer Test. 6Y-5

Specific Gravity Readings 6Y-5

Cell Comparison Test . 6Y-5

Installing Battery 6Y-5

GENERAL DESCRIPTION

The battery (fig. lb) is made up of a number of separ-

ate elements, each located in an individual cell in a hard

rubber case. Each element consists of an assembly of

positive plates and negative plates containing dissimilar

active materials and kept apart by separators. Hie ele-

ments are immersed in an electrolyte composed of dilute

sulfuric acid. Plate straps located on the top of each ele-

ment connect all the positive plates and all the negative

plates into groups. The elements are connected in series

electrically by connectors that pass directly through the

case partitions between cells. The battery top is a one-

piece cover of hard rubber construction. Tfte cell con-

nectors, by-passing through the cell partitions, connect

the elements along the shortest practical path (fig. 2b).

With the length of the electrical circuit inside the

Battery reduced to a minimum, the internal voltage drop

is decreased resulting in improved performance, par-

ticularly during engine cranking at low temperatures.

The hard, smooth one-piece cover greatly reduces the

tendency for corrosion to form on the top of the Battery.

The cover is bonded to the case with sealing compound

that forms an air tight seal between the cover and case.

Protection for the Battery charging circuit (10 gage

wire) is provided by a pigtail lead which is a fusible Hnk

off the battery positive cable (14 gage wire). This lead is

an integral part of the Battery cable assembly and serv-

icing requires replacing the complete cable assembly.

TYPES
OF
BATTERIES

There are two types of Batteries—the "dry charge"

type and the "wet charge" type. The difference in types

depends on the method of manufacture.
ONE PIECE

CELL COVER

VENT PLUG
ELECTROLYTE LEVEL

INDICATOR

HOLD-DOWN SLOT

Fig.
lb—Battery

CHEVROLET CHASSIS SERVICE MANUAL

ENGINE-ELECTRICAL
6Y-4

CLEANING

The external condition of the Battery should be checked

periodically for damage or for the presence of dirt and

corrosion. The top of the Battery should be kept clean.

An accumulation of acid film and dirt may permit current

to flow between the terminals, which will slowly dis-

charge the Battery. For best results when cleaning the

top of Batteries, wash first with a diluted ammonia or a

soda solution to neutralize any acid present; then flush

with clean water. Care must be taken to keep vent plugs

tight, so that the neutralizing solution does not enter the

cells.

CABLES

To insure good electrical contact, the cables should be

clean and tight on the Energizer posts. If the posts or

cable terminals are corroded, the cables should be dis-

connected and the terminals and clamps cleaned sepa-

rately with a soda solution and a wire brush. After

cleaning and installing clamps, apply a thin coating of

petroleum jelly on the cable clamps to retard corrosion.

CARRIER
AND
HOLD-DOWN

The Battery carrier and hold-down should be clean and

free from corrosion before installing the Battery. The

carrier should be in a sound mechanical condition so that

it will support the Battery securely and keep it level.

To prevent the Battery from shaking in its carrier,

the hold-down bolts should be tight (60-80 in. lbs.). How-

ever, the bolts should not be tightened to the point where

the Battery case or cover will be placed under a severe

strain.

BATTERY SAFETY PRECAUTIONS

When Batteries are being charged, an explosive gas

mixture forms in each cell. Part of this gas escapes

through the holes in the vent plugs and may form an

explosive atmosphere around the Battery itself if ventila-

tion is poor. This explosive gas may remain in or around

the Battery for several hours after it has been charged.

Sparks or flames can ignite this gas causing an internal

explosion which may shatter the Battery.

The following precautions should be observed to pre-

vent an explosion:

1.
Do not smoke near Batteries being charged or which

have been very recently charged.

2.
Do not break live circuits at the terminals- of Batr

teries because a spark usually occurs at the point

where a live circuit is broken. Care must always be

taken when connecting or disconnecting booster leads

or cable clamps on fast chargers. Poor connections

are a common cause of electrical arcs which cause

BATTERY CHARGING PROCEDURES

There are three methods of recharging Batteries.

They differ basically in the length of time the Battery is

charged and the rate at which charging current is sup-

plied. One is the Slow Charge method, the second is the

Fast Charge method, and the third is the Emergency

Boost Charge method.

Before recharging a Battery by any method, the elec-

trolyte level must be checked and adjusted if necessary.
SLOW CHARGING

The Slow Charge method supplies the Battery with a

relatively low current flow for a relatively long period of

time. This is the only method that will bring the Battery

to a full state of charge.

The Slow Charge method consists of charging at

approximately a 4 ampere rate for 24 hours or more if

necessary to bring the Battery to full charge. A fully

charged condition is reached when the cells are gassing

freely and three corrected specific gravity readings

taken at hourly intervals show no increase.

FAST CHARGING

The Fast Charge method supplies current to the Bat-

tery at a 40 to 50 ampere rate for a 1 1/2 hour period of

time. If the electrolyte temperature reaches 125°F before

the 1 1/2 hour period is completed, the Battery must be

taken off charge temporarily, or the charging rate

reduced to avoid damage to the Battery.

Although a Battery cannot be brought to a fully charged

condition during Fast Charge, it can be substantially

recharged or "boosted". In order to bring the Battery to

a fully charged condition, the charging cycle must be

finished by the Slow Charge method.

EMERGENCY BOOST CHARGING

In cases where the Battery is not sufficiently charged

to crank the engine, an emergency boost charge may be

applied as a temporary expedient in order to crank the

engine. The Emergency Boost Charge method consists of

charging at a 40 to 50 ampere rate for a period of one-

half hour.

It should be particularly noted that the Emergency

Boost Charge will not necessarily restore the Battery to

a useful state of. charge for continued service. After an

emergency boost charge, failure to charge the Battery

further, either by a long uninterrupted driving period or

by the Fast Charge or Slow Charge method, may result

in failure to crank the engine the next time cranking is

attempted. A Battery should never be condemned on the

basis of failure to crank the engine after an emergency

boost charge. Although an emergency boost charge may

put enough energy into the Battery to crank the engine

once, further charging usually is necessary in order to

create a sufficient reserve to crank a second and third

time.

12
VOLT BATTERY SUGGESTED

CHARGING RATES

(100 Amp/hr or Less Capacity)

TYPE OF

CHARGE

Boost Charge for

Light Load Test

Slow Charge

Fast Charge

Quick Boost .

Dry Charge

Warm-up Boost
LENGTH

OF TIME

20 Minutes

24 Hours

1-1/2 Hours

30 Minutes

10 Minutes
CHARGING

RATE

50 Amps

4 Amps

40-50 Amps

40-50 Amps

15 Amps

CHEVROLET CHASSIS SERVICE MANUAL

ENGINE-ELECTRICAL 6Y-9

63 AMP 1

MODELS ONLY'
BATTERY FUSIBLE

LINK
HORN

FUSIBLE LINK'
TRANSISTOR
FUSIBLE LINK'

Fig.
4c— Circuitry - Voltage Regulator Assemblies (Corvette)

Engine compartment wiring harness incorporates sev-

eral fusible links. Each link is identified with its gage

size. A fusible link is a length of special wire (normally

four wire gages smaller than the circuit it is protecting)

used in wiring circuits that are not normally fused, such

as the ignition circuit. The same size wire with a hypalon

insulation must be used when replacing a fusible link.

The links are:

1.
The pigtail lead at the battery positive cable (except

Corvette) is a 14 gage, brown fusible link protecting

the 10 gage battery charging circuit. This wire is an

integral part of the battery cable assembly and serv-

icing requires replacing the complete battery cable

assembly. On Corvette models this link is installed

as a molded splice at the solenoid "Bat" terminal

and servicing requires splicing in a new link.

2.
A 16 gage black fusible link is located at the horn
4.
relay to protect all unfused wiring of 12 gage or

larger. It is installed as a molded splice and serv-

icing requires splicing in a new link.

The generator warning light and field circuitry (16

gage wire) is protected by a fusible link (20 gage

orange wire) used in the "battery feed to voltage

regulator #3 terminal" wire. The link is installed as

a molded splice in the generator and forward lamp

harness and is serviced by splicing in a new 20 gage

wire as required.

The ammeter circuit on all models is protected by

two orange, 20 gage wire fusible links installed as

molded splices in the circuit at the junction block or

the solenoid "Bat" terminal (Corvette only) and at

the horn relay. Each link is serviced by splicing in a

new 20 gage wire as required.

MAINTENANCE AND ADJUSTMENTS

At regular intervals, inspect the terminals for cor-

rosion an4 loose connections, and the wiring for frayed

insulation. Check mounting bolts for tightness. Check the

drive belt for alignment, proper tension and wear. Be-

cause of the higher inertia and load capacity of the rotor

used in A.C. generators, PROPER BELT TENSION is

more critical than on D.C. generators.

Since the Delcotron and its companion regulator are

designed for use on negative polarity systems only, the

following precautions must be observed. Failure to ob-

serve these precautions may result in serious damage to

the charging system.

1.
When installing a battery, always make absolutely

sure the ground polarity of the battery, generator and

regulator is the same.

2.
When connecting a booster battery, make certain to

connect the correct battery terminals together.

3.
When connecting a charger to the battery, connect the

correct charger leads to the battery
%
terminals.

4.
Never operate the generator on an uncontrolled open
TO SOLENOID

BAT ACC RES. WIRE

Fig.
5c—Typical Wiring Diagram Showing Lead Connections

CHEVROLET CHASSIS SERVICE MANUAL

SECTION 7

CLUTCH AND TRANSMISSIONS

CONTENTS OF THIS SECTION

Clutch

Three-Speed . . .

Overdrive

Three-Speed, (Warner T-16)

Four-Speed (Muncie) . . . .
Page

7-1

7-6

7-9

7-14

7-16

CLUTCH
Page

Four-Speed (Saginaw) 7-20

Powerglide 7-23

Turbo Hydra-Matic 7-36

Special Tools 7-43

INDEX

General Description

Maintenance and Adjustments

Linkage Inspection

Clutch Linkage Adjustment

Component Parts Replacement

Clutch Assembly ......

Removal from Vehicle .
Page

7-1

7-1

7-1

7-2

7-3

7-3

7-3
Installation in Vehicle

Clutch Pedal ..'....,

Clutch Cross Shaft . . .

Removal.......

Repairs

Installation .....
Page

7-4

7-4

7-4

7-4

7-4

7-4

GENERAL DESCRIPTION

A diaphragm spring-type clutch assembly is used with

manual transmissions.

The clutch assembly is enclosed in a 360° bell housing

which must be removed to gain access to the clutch.

V-8 engines (equipped with a 4 speed transmission)

use a bent-finger, centrifugal diaphragm type clutch as-

sembly. All its integral release fingers are bent back to

gain a centrifugal boost and to insure quick re engagement

at high engine speeds.

This type of clutch has the advantages of increasing

pressure plate load as the driven plate wears, and of low

pedal effort with high plate loads without requiring over-

center booster springs on the clutch linkage.

The pressure plate is a high tensile strength iron de-
signed for maximum speed conditions.

The clutch release bearing (fig. 4), used with the bent

finger diaphragm clutch, has an overall length of approxi-

mately
1-1/4".
The longer bearing, used with the straight

diaphragm, will cause inability to obtain free pedal travel,

especially as the clutch wears, resulting in slippage and

rapid wear.
DO
NOT INTERCHANGE!

The clutch is operated by conventional linkage consist-

ing of two groups, upper linkage and lower linkage.

The return spring pre-loads clutch linkage, removing

looseness due to wear. The clutch free pedal travel,

therefore, will increase with linkage wear and decrease

with driven disc wear, and free travel felt at pedal is

throwout bearing lash.

MAINTENANCE AND ADJUSTMENTS

LINKAGE INSPECTION

There are several things which affect good clutch op-

eration. Therefore, it is necessary, before performing

any major clutch operations, to make preliminary in-

spections to determine whether trouble is actually in the

clutch.

Check the clutch linkage to be sure the clutch releases

fully as follows:

1.
With engine running, hold the clutch pedal approxi-

mately 1/2" from floor mat and move shift lever be-

tween first and reverse several times. If this can be

done smoothly, the clutch is fully releasing. If shift

is not smooth, clutch is not fully releasing and ad-

justment is necessary.

2.
Check clutch pedal bushings for sticking or excessive

wear.

3.
Check fork for proper installation on ball stud. Lack

of lubrication on fork can cause fork to be pulled off

the ball.

4.
Check for bent, cracked or damaged cross shaft

levers or support bracket.

5.
Loose or damaged engine mounts may aUiow the en-

gine to shift its position causing a bind on clutch

linkage at the cross shaft. Check to be sure there is
Fig.
1 - Chevrolet Clutch Pedal Free Travel Adjustment

CHEVROLET CHASSIS SERVICE MANUAL

CLUTCH AND TRANSMISSIONS 7-2

Fig.
2 - Chevelle Clutch Pedal Free Travel Adjustment (V-8 Shown)

some clearance between cross shaft and both its

mounting brackets.

CLUTCH LINKAGE ADJUSTMENT

There is one linkage adjustment (clutch fork push rod

or pedal push rod) to compensate for all normal clutch

wear.

The clutch pedal should have
1-1/4"
free travel (meas-

ured at clutch pedal pad) before the throwout bearing en-

gages the clutch diaphragm spring levers. Lash is re-

quired to prevent clutch slippage which would occur if the

bearing was held against the fingers and to prevent the

bearing from running continually until failure.

Chevrolet Linkage Adjustment (Fig. 1}

With Nuts (A) & (B) loose on Rod (D)
&
before installa-

tion of Clutch Pedal Return Spring
(E),
apply approximately

5 lbs. load in direction of arrow (F) to eliminate clear-

ance between throwout bearing and clutch fingers. Move

Rod (D) in direction of arrow (G) until Clutch Pedal Arm

makes contact with Bumper Stop on instrument panel

brace. Run Nut (B) toward Swivel until dimension (X) is

9/32". Tighten Nut (A) to lock Swivel (C) against Nut (B).

Install Clutch Pedal Return Spring (E).

The foregoing procedure will provide a free pedal

travel of 1" to
1-1/2"
measured on a perpendicular from

the crown of the, pedal pad to the bare metal toe pan.

Chevelle Linkage Adjustment (Fig. 2)

1.
Disconnect spring between cross shaft lever and

clutch fork.

2.
Loosen push rod locknut about three turns.

3.
If there is no free travel, shorten the rod (by turning

at square wrench area) until it is free of clutch fork.

4.
Hold the clutch fork rearward to move throwout

lightly against clutch release fingers, then adjust rod

length until rod just touches ,its seat in the fork.
5.
Adjust locknut to obtain approximately 3/16" clear-

ance between nut and rod sleeve end.

6. Turn the rod with wrench, until the nut just comes in

contact with rod sleeve end, then hold the rod with

wrench and tighten locknut.

7.
Check free pedal travel at pedal (1" to
1-1/2"
is

proper clearance). Readjust if necessary.

Chevy II Linkage Adjustment (Fig. 3}

L-4 & L-6 Models

1.
Loosen locknut "A" and lengthen or shorten push rod

in swivel as required by turning with wrench on ma-

chined flat "B". (Shorten push rod to increase pedal

lash).

2.
Hold push rod at flat "B" and tighten locknut "A".

3.
Recheck pedal free travel.

NOTE: A measurement of approximately 3/16"

between push rod and its seat in fork will give

required pedal free travel.

V-8 Models

The eight cylinder linkage has a two-piece clutch fork

push rod (fig. 3). Adjust clutch pedal free travel by turn-

ing the adjusting rod portion of the push rod to obtain apr

proximately 3/16" clearance between clutch fork and end

of rod, ttien tighten locknut to 8-12 lbs. ft. and check free

travel at pedal. Pedal free travel on all models should

be 1" to
1-1/2".

Corvette Linkage Adjustment

Refer to fig. 1 and the following procedure:

1.
Disconnect pedal return spring.

2.
With Nuts (A) and (B) loose on Rod (D) apply push

hard load in direction of arrow (F) to eliminate

clearance between throwout bearing and clutch

fingers.

3.
Run Nut (B) towards Swivel (C) until dimension (X)

is 3/8" to 7/16".

4.
Tighten Nut (A) to lock swivel against Nut (B).

5.
Connect pedal return spring and check pedal free

travel for
1-1/4"
minimum to 2" maximum.

6. Check every 3,000 miles.

7.
Adjust free travel to 2" to 2-1/2" for heavy duty op-

eration. The return spring may be removed for

heavy duty conditions.

Camaro Linkage Adjustment

Refer to Figure 4 and the following procedure:

Apply a 10 lb. load in direction of Arrow (E) to hold

Clutch Pedal against Clutch Pedal Bumper.

Apply a 10 lb. load to Clutch Fork in direction of Arrow

(D) to eliminate clearance between throwout bearing and

clutch fingers.

Insert a .198 Spacer (F) between clutch fork and Ad-

justing Rod (A).

Rotate Adjusting Rod against Spacer until it has a 5 in.

lb.
torque.

Hold Adjusting Rod and tighten Nut (C) against Swivel

(B) or Rod (B).

Remove Spacer. Install return spring and extension to

clutch fork.

Pedal will have approximately 1" to
1-1/8"
free travel.

A clutch that has been slipping prior to free play ad-

justment may still slip right after the new adjustment due

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

CLUTCH AND TRANSMISSIONS
7*30

V-8 Models-With Uni-Directional Linkage

1.
Remove air cleaner.

2.
Disconnect accelerator linkage at carburetor.

3.
Disconnect accelerator return and TV rod return

springs.

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

transmission is through detent. With left hand, open

carburetor to wide open throttle position. Carbure-

tor must reach wide open throttle position at the

same time the ball stud contacts end of slot in upper

TV rod.

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

ting described in Step 4. Allowable tolerance is

approximately 1/32".

6. Connect and adjust accelerator linkage as described

in Section 6.

7. Check for throttle linkage freedom.

Neutral Safety Switch Adjustment

The adjustment at the neutral safety switch is de-

scribed in the Electrical Section 12.

Throttle Return Check Valve (Dashpot) Adjustment

The adjustment of the throttle return check valve is

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

Bracket Assembly (Chevrolet Shown)

COMPONENT PARTS REPLACEMENT

TRANSMISSION REPLACEMENT (EXC. CORVETTE)

Removal

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

remove oil pan drain plug to drain oil.

NOTE:
If desired, the oil may be drained after

transmission removal.

2.
Disconnect the oil cooler lines (external cooled

models), vacuum modulator line and the speedometer

drive cable fitting at the transmission. Tie lines

out of the way.

3.
Disconnect manual and TV control lever rods from

transmission.

4.
Disconnect propeller shaft from transmission.

5. Install suitable transmission lift equipment to jack

or other lifting device and attach on transmission.

6. Disconnect engine rear mount on transmission ex-

tension, then disconnect the transmission support

crossmember and slide rearward.

7. Remove converter underpan, scribe flywheel-con-

verter relationship for assembly, then remove the

flywheel-to-converter attaching bolts.

NOTE:
The "light" side of the converter is

denoted by a "blue" stripe painted across the

ends of the converter cover and housing. This

marking should be aligned as closely as possible

with the "white" stripe painted on the. engine

side of the flywheel outer rim (heavy side of

engine) to maintain balance.

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

suitable brace capable of supporting the engine

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

the upper transmission housing-to-engine attaching

bolts can be reached using a universal socket and a

long extension. Remove upper bolts.

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

not to lower rear of transmission too far as the

distributor housing may be forced against the

dash causing damage to the distributor. It is

best to have an assistant observe clearance of

all upper engine components while the trans-

mission rear end is being lowered.

10.
Remove remainder of transmission housing-to-

engine attaching bolts.

11.
Remove the transmission by moving it slightly to the

rear and downward, then remove from beneath the

car and transfer to a work bench.

NOTE:
Observe converter when moving the

transmission rearward. If it does not move

with the transmission, pry it free of flywheel

before proceeding.

CAUTION: Keep front of transmission upward

to prevent the converter from falling out. Install

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

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

emergency, a length of strong wire may be used)

immediately after removal from the engine.

Installation

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

denoted by a "blue" stripe painted across the

ends of the converter cover and housing. This

marking should be aligned as closely as possible

CHEVROLET CHASSIS SERVICE MANUAL