1967 CHEVROLET CAMARO maintenance

ENGINE-ELECTRICAL
6Y-16

POINT
OPENINGJL

Fig. 17c-6.2"
Brush
Holder
Assembly

5. Rearrange leads as shown in Figure 18c with right-

hand brush lead connected under the right hand hex-

head stud.

6. Remove pin and attach terminal cover with two

screws, making sure leads are not caught under-

neath the cover.

DOUBLE CONTACT REGULATOR

While most regular adjustments are made on the vehi-

cle as outlined under "Maintenance and Adjustments",

the regulator may be removed for field relay point and

air gap adjustment. However, voltage regulating contacts

should never be cleaned as they are made of special

material that may be destroyed by cleaning with any

abrasive material.

NOTE:
A sooty or discolored condition of the

contacts is normal after a relatively short

period of operation.
Fig. 19c—Checking Field Relay Point Opening

REMOVAL AND INSTALLATION

To remove the regulator assembly, disconnect the bat-

tery ground cable and the wiring harness connector at the

regulator, then remove the screws securing the regulator

to the vehicle.

Electrical settings must be checked and adjusted after

making mechanical adjustments. Before installing regu-

lator cover, make sure the rubber gasket is in place on

the regulator base.

MECHANICAL ADJUSTMENTS

NOTE:
Only an approximate voltage regulator

air gap setting should be made by the "feeler

gauge" method.

BRUSH

LEAD

BRUSH

LEAD
RELAY
^B-/lliLlK
CONDENSER

LEAD
GROUND
LEAD

STUD
AIR GAP

(Check
With
Points

Just
Touching)

Fig.
18c—Lead
Arrangement
after
Assembly
Fig. 20c—Checking Field Relay Air Gap

CHEVROLET CHASSIS SERVICE MANUAL

ENGINE-ELECTRICAL 6Y-18

IGNITION SYSTEMS

INDEX

Page

General Description . 6Y-18

Maintenance and Adjustments 6Y-19

Breaker Point System 6Y-19

Breakerless System . . 6Y-X9

Ignition Coil Check 6Y-19

Spark Plugs 6Y-19

Service Operations , 6Y-19

Distributor Contact Points . 6Y-19

Cleaning 6Y-19

Replacement 6Y-20

Setting Dwell Angle 6Y-21

Distributor Condenser 6Y-22

Performance Diagnosis. 6Y-22

Replacement . . 6Y-23

Distributor

Breaker Point Type 6Y-23

Removal. . 6Y-23

Disassembly • 6Y-23
Page

Cleaning and Inspection .....'.., 6Y-25

Assembly . 6Y-25

Installation 6Y-26

Breakerless i 6Y-27

Removal . 6Y-27

Disassembly and Assembly 6Y-27

Installation 6Y-27

Off-Engine Test. . 6Y-27

Coil Replacement 6Y-27

Pulse Amplifier. 6Y-28

Disassembly .6Y-4S8

Component Checks
!
6Y-28

Assembly 6Y-29

Ignition Switch Replacement 6Y-29

Spark Plugs 6Y-30

Cleaning and Regapping I ....... 6Y-30

Installation . 6Y-31

GENERAL DESCRIPTION

There are two ignition systems available on 1967

vehicles. The breaker point type which is continued as

the regular production system and the optional (Corvette

only) transistor controlled breakerless ignition system

(magnetic pulse type). The transistor ignition system

features a specially designed distributor, control unit

(ignition pulse amplifier), and a special coil. Two resist-

ance wires are also used in the circuit; one as a ballast

between the coil negative terminal and ground, while the

other resistance wire provides a voltage drop for the

engine run circuit and is by-passed at cranking. The

other units in the system (the ignition switch, spark

plugs,
and battery) are of standard design. The dis-

tributor and control unit (ignition pulse amplifier) are

shown in Figures li and 2i.

CAP-

VACUUM

PICK-UP

COIL LEADS

PICK-UP COIL

CONNECTOR BODY
Although the external appearance of the distributor

resembles a standard distributor, the internal construc-

tion is quite different. As shown in the exploded view

(fig. 16i) an iron timer core replaces the conventional

breaker cam. The timer core has the same number of

equally-spaced projections, or vanes as engine cylinders.

The timer core rotates inside a magnetic pickup as-

sembly, which replaces the conventional breaker plate,

contact point set, and condenser assembly. The magnetic

pickup assembly consists of a ceramic permanent mag-

net, a pole piece, and a pickup coil. The pole piece
is.
a

steel plate having equally spaced internal teeth, one tooth

for each cylinder of the engine.

The magnetic pickup assembly is mounted over the

main bearing of the distributor housing, and is made to

rotate by the vacuum control unit, thus providing vacuum

advance. The timer core is made to rotate about the shaft

by conventional advance weights, thus providing centrifu-

gal advance.

Fig.
li—
Magnetic Pulse Distributor
Fig.
2i-lgnition Pulse Amplifier Unit

CHEVROLET CHASSIS SERVICE MANUAL

MAINTENANCE AND ADJUSTMENTS
ENGINE-ELECTRICAL 6Y-19

PERIODIC MAINTENANCE

BREAKER POINT SYSTEM

The distributor breaker points and spark plugs are the

only ignition system components that require periodic

service. The remainder of the ignition system requires

only periodic inspection to check operation of the units,

tightness of the electrical connections, and condition of

the wiring. When checking the coil, test with a reputable

tester.

Breaker type distributors are equipped with cam lubri-

cator and should have the wick replaced at the same time

contact point set is replaced. It is not necessary to

lubricate the breaker cam when using a cam lubricator.

Do not attempt to lubricate the wick - Replace when

necessary. When installing a new wick, adjust its posi-

tion so the end of the wick just touches the lobe of the

breaker cam.

Distributor shaft lubrication is accomplished by a

reservoir of lube around the mainshaft in the distributor

body.

BREAKERLESS SYSTEM

Since there are no moving parts in the ignition pulse

amplifier unit mounted forward of the radiator bulkhead,

and the distributor shaft and bushings have permanent

type lubrication, no periodic maintenance is therefore

required for the breakerless ignition system. The dis-

tributor lower bushing is lubricated by engine oil through

a splash hole in the distributor housing, and a housing

cavity next to the upper bushing contains a supply of

lubricant which will last between overhaul periods. At

time of overhaul, the upper bushing may be lubricated

by removing the plastic seal and then adding SAE 20 oil

to the packing in the cavity. A new plastic seal will be

required since the old one will be damaged during

removal.

Tachometer readings for test purposes can be made on

the primary circuit of the breakerless ignition system in

the same manner as on the conventional ignition system,

however before attempting to connect a test tachometer

into the primary circuit check with your instrument

supplier to insure that satisfactory readings can be

obtained and the breakerless system will not be damaged

by the tachometer that is to be used,

IGNITION COIL CHECK (BREAKERLESS)

The ignition coil primary can be checked for an open
PULSE

AMPLIFIER

IGN. SWITCH WIRE

"("IGN" TERMINAL)
-E3 IJU
12
WHITE-

-20 BLACKf' • 12 WHITE-

Fig.
3i—
Breakerless Ignition System

condition by connecting an ohmmeter across the two

primary terminals with the battery disconnected. Pri-

mary resistance at 75
°F.
should be between .35 and .55

ohm. An infinite reading indicates the primary is open.

For the engine to run but miss at times, the primary

open may be of the intermittent type.

The coil secondary can be checked for an open by con-

necting an ohmmeter from the high tension center tower

to either primary terminal. To obtain a reliable reading,

a scale on the ohmmeter having the 20,000 ohm value

within, or nearly within, the middle third of the scale

should be used. Secondary resistance at 75°F. should be

between
8,000
and 12,500 ohms. If the reading is infinite,

the coil secondary winding is open.

A number of different types of coil testers are avail-

able from various test equipment manufacturers. When

using these testers, follow the procedure recommended

by the tester manufacturer.

tester will properly
NOTE:
Make sure the

check this special coil.

SPARK PLUGS

Should be removed, inspected cleaned and regapped at

tune-up. Defective plugs should be replaced, see Servic-

ing of Units Off the Vehicle.

SERVICE OPERATIONS

DISTRIBUTOR CONTACT POINTS

CLEANING

Dirty contact points should be dressed with a few

strokes of a clean, fine-cut contact file. The file should

not be used for other metals and should not be allowed to

become greasy or dirty. Never use emery cloth to clean

contact points. Contact surfaces, after considerable use,

may not appear bright and smooth, but this is not neces-
sarily an indication that they are not functioning satis-

factorily. Do not attempt to remove all roughness nor

dress the point surfaces down smooth; merely remove

scale or dirt.

Badly burned or pitted contact points should be re-

placed and the cause of trouble determined so it can be

eliminated. High resistance or loose connections in the

condenser circuit, oil or foreign materials on the contact

surfaces, improper point adjustment or high voltages may

CHEVROLET CHASSIS SERVICE MANUAL

ENGINE-ELECTRICAL 6Y-32

STARTER CIRCUIT

INDEX

Page

General Description 6Y-32

Maintenance and Adjustments . '. . 6Y-32

Resistance Checks 6Y-32

Starting Motor and Solenoid Check 6Y-33
Page

Service Operations 6Y-33

Starter Motor 6Y-33

Removal and Installation 6Y-33

GENERAL DESCRIPTION

The function of the starting system, composed of the

starting motor, solenoid and battery, is to crank the

engine. The battery supplies the electrical energy, the

solenoid completes the circuit to the starting motor, and

the motor then does the actual work of cranking the

engine.

The starting motor (fig. Is) consists primarily of the

drive mechanism, frame, armature, brushes, and field

windings. The starting motor is a pad mounted 12-volt

extruded frame type, having four pole shoes and four
fields,
connected with the armature. The aluminum drive

end housing is extended to enclose the entire shift lever

and plunger mechanism, protecting them from dirt,

splash, and icing. The flange mounted solenoid switch

operates the overrunning clutch drive by means of a

linkage to the shaft lever.

The V-8 wiring harness differs from the in-line engine

in that the ignition lead to the coil from the switch is at-

tached at the coil instead of at the starter solenoid (fig.

2s).

CONTACT

FINGER

PINION

STOP

BRUSH

INSULATED BRUSH HOLDER \ FIELD COIL

BRUSH SPRING ARMATURE

GROUNDED BRUSH HOLDER
OVERRUNNING

CLUTCH

Fig.
Is—Starting Motor Cross Section (Typical)

MAINTENANCE AND ADJUSTMENTS

No periodic lubrication of the starting motor or sole-

noid is required. Since the starting motor and brushes

cannot be inspected without disassembling the unit, no.

service is required on these units between overhaul

periods.

RESISTANCE CHECKS

Although the starting motor cannot be checked against
specifications on the car, a check can be made for. exces-

sive resistance in the starting circuit. Place a volt-

meter across points in the cranking circuit as outlined

below and observe the reading with the starting switch

closed and the motor cranking (distributor primary lead

grounded to prevent engine firing).

1.
From battery positive post To solenoid battery

terminal.

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 7-6

L6 ENGINE

V8 ENGINE

Fig.
7 - Lower Linkage Details - Camaro

Fig.
8 - Corvette Lower Linkage Details

THREE-SPEED (SA6INAW FULLY SYNCHRONIZED)

TRANSMISSION

General Description . .

Maintenance and Adjustments

Shift Linkage Adjustment

Shift Control Lever
&
Bracket Assembly

Speedometer Driven Gear ..........
INDEX

Page Page

7-6 Extension Oil Seal Replacement 7-7

7-7 Transmission Side Cover 7-8

7-7 Component Part Replacement 7-8

7-7 Transmission Replacement (exc. Corvette) . 7-8

7-7 Corvette Transmission Replacement 7-9

GENERAL DESCRIPTION

The Saginaw three speed fully synchronized (all forward

gears) transmission incorporates helical drive gears

throughout.

The main drive gear is supported by a 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

ball bearing mounted in the front of the extension housing.

The countergear is carried on a single row of rollers at

both ends while thrust is taken on thrust washers located

between the ends of the gear and the thrust bosses in the

case.
Ah anti-rattle plate assembly at the front of the

countergear provides a constant spring tension between the

counter and clutch gears to reduce torsional vibrations.

The reverse idler gear is carried on a bushing finish
bored in place. It rotates on a short idler shaft with a

steel thrust washer tanged into the case against the rear

face. Forward movement is stopped by a snap ring on

the idler shaft.

Gear shifting is manual through shift control rods to

the rearward shift lever of the side cover assembly for

first and reverse gear; and through a cross shaft assem-

bly (Chevrolet models) attached to the forward side cover

lever for second and third gear. All three forward gears

are fully synchronized. The synchronizer 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, how-

ever, it is a helical gear to insure quiet operation.

CHEVROLET CHASSIS SERVICE MANUAL

CLUTCH AND TRANSMISSIONS 7-7

MAINTENANCE AND ADJUSTMENTS

CHEVROLET, CHEVELLE, CHEVY II, CAMARO,

SHIFT LINKAGE ADJUSTMENT

In cases where the gearshift linkage has been discon-

nected, it should be adjusted as follows:

1.
Move both transmission shift levers until transmis-

sion is in neutral. Neutral detents in transmission

cover must both be engaged to make this adjustment

correctly. (To check, start engine with clutch dis-

engaged, and release clutch slowly.)

2.
Move selector lever to neutral position. Align first

and reverse tube lever with the second and third

shifter tube lever on the mast jacket. This may be

done by having an assistant hold the mast .jacket shift

levers aligned in neutral position or use a simple

gauge or pin to align these levers in neutral.

3.
Make necessary adjustment to align shift control

rods and transmission levers in neutral position.

Move selector lever through all positions to check ad-

justment and to insure over-travel in all positions.

FLOOR SHIFT LINKAGE ADJUSTMENT

1.
Set Transmission Levers (K) and (L) in neutral de-

tent position.

2.
Move Transmission Control Lever (A) to neutral de-

tent and insert Locating Pin (D) into notch of Lever

and Bracket Assembly.

3.
Install Nut (N) and Clevis (M) on Rod (J) loosely,

attach Rod to Lever (B) and secure with retainer.

4.
With Lever (B) against Locating Pin, adjust Clevis

at Lever (L) until Clevis pin passes freely through

holes and secure with washer and cotter pin. Tighten

Nut (N).

5.
Install Nuts (E) and (G) and Swivel (F) loosely on Rod

(H),
attach Rod to Lever (K) and secure with retainer.

6. With Lever (C) against Locating Pin, attach Swivel to

lever and secure with retainer. iRun Nut (G) against

Swivel, then tighten Nut (E) against Swivel.

7.
Remove Locating Pin and check shifts to insure

proper operation. Readjust clevis and swivel if nec-

essary.

LEVER (A)
LEVER (L) CLEVIS (M)-NUT (N

LEVER (C)

ROD(J).
" - -

LEVER (K) ROD (H)^ NUT '(G) SWIVEL (F) ^NUT (E)
SHIFT CONTROL LEVER AND BRACKET ASSEMBLY

If disassembly of this control lever and bracket assem-

bly is necessary refer to Figure 2A for parts breakdown

and relative positioning for assembly.

SPEEDOMETER DRIVEN GEAR

Disconnect speedometer cable, remove lock plate to ex-

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

sert screwdriver in lock plate slot in fitting and pry fitting

gear and shaft from extension. Pry "O" ring from groove

in fitting.

Install new "OM ring in groove in fitting. Coat "O" ring

and driven gear shaft with transmission lubricant and in-

sert shaft.

Hold the assembly so slot in fitting is toward lock plate

boss on extension and install in extension. Push fitting

into extension until lock plate can be inserted in groove

and attach to extension.

EXTENSION OIL SEAL REPLACEMENT

.1.
Remove propeller shaft as outlined in Section 4 and

disconnect any necessary items to obtain clearance.

2.
Pry seal out of extension.

3.
Wash counterbore with cleaning solvent and inspect

for damage.

4.
Prelubricate between sealing lips and coat new seal

O.D. with Permatex or equivalent and start straight

in bore in case extension. Using Tool J-5154, tap

seal into counterbore until flange bottoms against

extension.

Fig.
1A- Shift Linkage Adjustment (Typical)
Fig.
2A - Corvette 3 Speed Control Lever and Bracket Assembly

CHEVROLET CHASSIS SERVICE MANUAL

CLUTCH AND TRANSMISSIONS 7-9

6. Connect speedometer cable.

7. Install propeller shaft assembly.

8. Fill transmission with lubricant specified in Section

O.

CORVETTE TRANSMISSION REPLACEMENT

, 1. Disconnect battery ground cable.

2.
Pisassemble transmission shift control lever by un-

screwing ball from lever, lifting out
"T"
handle re-

turn spring and "T" handle, then remove the anti-

rattle bushings.

3.
Raise front and rear of vehicle.

4.
Insert a block of wood between the top of the dif-

ferential carrier housing and the underbody (to pre-

vent upward travel of the carrier when the carrier

front support is disconnected).

5. Disconnect the differential carrier front supportfrom

its frame bracket, by removing the nut on the under-

side of the biscuit mount.

6. Pry the carrier downward to relieve load while re-

moving the two center mounting bolts from the car-

rier front support. (To pry carrier downward insert

crowfoot end of a pry bar through the opening in the

carrier front support, hooking end of bar over top of

the center mounting bolt pad cast in the underside of

the carrier.)

7. Pivot carrier support downward for access to prop

shaft "U" joint.

8.
.
Disconnect prop shaft front and then rear "U" bolts.

9. Disconnect parking brake cable from ball socket at

idler lever located near center of underbody.

10.
Remove prop shaft by moving shaft forward.

11.
Remove heat deflectors from the right and left ex-

haust pipe.

12.
Remove left bank exhaust pipe.

13.
Remove right bank exhaust pipe and heat riser.

14.
Disassemble the transmission mount, as follows:

a. Remove the two bolts that attach rear mount

cushion to the rear mount bracket.

b.
Support engine under oil pan and raise engine to

remove load from rear mount cushion.
CAUTION: To avoid damage to oil pan, a suit-

able wide base, heavy wood platform should be

placed between the jack pad and the oil pan.

c. Remove the three transmission mount bracket-

to-
crossm ember bolts and remove mount bracket.

d. Remove the two bolts from mount pad to trans-

mission case and remove rubber mount cushion

and exhaust pipe "yoke".

15.
Disconnect transmission linkage by removing the

shift levers at the transmission side cover.

16.
Disconnect speedo cable at transmission extension.

17.
Remove transmission output shaft slip yoke.

NOTE:
The yoke is removed to avoid tearing

the heat reflecting pad on the underbody, when

the transmission is being removed.

18.
Remove two bolts to disconnect the transmission

gearshift control lever and bracket assembly from

its adapter plate on side of transmission. Lower

transmission assembly from the vehicle, letting the

gearshift lever slide down and through the dust boot

in the console.

19.
Remove transmission-to-clutch housing attaching

bolts.

20.
Slide transmission assembly rearward from clutch

and rotate transmission for access to the three flat

head machine screws in the control lever bracket

adapter plate. Remove adapter plate. Rotate trans-

mission back to the upright position.

21.
To allow room for transmission removal slowly

lower the rear of engine until the tachometer drive

cable at the distributor just clears the horizontal

ledge across the front of dash.

CAUTION: The tachometer cable can be easily

damaged by heavy contact with the dash. Slide

transmission rearward out of the clutch, then

tip front end of transmission downward and

lower the assembly from vehicle.

22.
Reinstall transmission assembly by performing above

steps in reverse order.

TRANSMISSION OVERDRIVE

INDEX

Page

General
Description 7-10

Maintenance
and Adjustments 7—10

Governor
Switch and Pinion .............. 7-10

Sun
Gear Solenoid Oil Seal and Control

Cable
Bracket 7-10

Case
Rear Oil Seal 7-10

Removal
7-10

Installation
. . . . . 7-10

Control
Shaft Lever and Oil Seal 7-10

Speedometer
Driven Gear 7-10

Electrical
Unit Checks 7-11

Overdrive
Relay . 7-11
Page

Air
Gap 7-11

Point
Opening 7-11

Closing
Voltage 7-11

Solenoid
. 7-11

Closing
Coil 7-11

Engaging
Spring . - 7-11

Ignition
Grounding Contact . 7-11

Governor
Switch 7-11

Kickdown
Switch 7-11

Diagnosis
- Overdrive 7-12

Mechanical
. 7-12

Electrical
7-13

CHEVROLET CHASSIS SERVICE MANUAL