1967 CHEVROLET CAMARO window

CORVETTE BODY 1B-49

Fig.
106-—Pad Construction

The folding top adjustments are:

Header (View A, Fig. 101)

Header assembly may be moved fore and aft when the

two clamping screws are loosened. This will correct such

conditions as header latch guide pin alignment with the

holes in the windshield upper frame. Symptoms of mis-

alignment are such conditions as loose top trim when

top is up and locked, and excessive effort required to

engage header locks. Note that it will be necessary to

remove side roof rail weatherstrip to gain access to

header outer clamping screw. Refer to Weatherstrip

portion of this section.

Hinge (View B, Fig. 101)

The hinges may be moved up and down and fore and aft

to the limit of the slotted holes in hinge plate and body.

To gain access to hinge, remove rigid plastic trim as

explained in Interior Trim portion of this section. Re-

positioning hinge will correct conditions such as poor top

fit at upper and rear edge of windows; faulty fore and aft

engagements of rear bow hold-down pins in lock assem-

blies and loose or oversight top rear panel when top is

raised and properly locked in position.

Rear Bow Hold-Down Locks (View C, Fig. 101)

The hold-down pins may be moved to left or right to
center top on body in raised position; thus correcting

poor alignment at windows and difficult entry of pins

in locks.

TOP ASSEMBLY REMOVAL AND INSTALLATION

The entire top assembly (frame with trim attached)

may be removed from vehicle as follows:

1.
Raise top, but do not engage header or rear bow

locks.

2.
Remove rigid plastic trim as outlined in Interior

Trim portion of this section.

3.
Mark installed position of hinge by scribing outline

of hinge plate on lock pillar surface.

4.
Remove two screws retaining each hinge to lock

pillar and remove top assembly from vehicle.

5.
When installing top assembly, carefully match hinge

plate with scribed marks on body lock pillar and

Fig.
107-Pad Installed
Fig.
108—Installing Stay Strap

CHEVROLET CHASSIS SERVICE MANUAL

CORVETTE BODY 1B-50

WIRE-ON

BINDING

EXCESS

MATERIAL!

Fig.
109—Installing Binding

\

L

SECTION B-B

SECTION A-A

Fig.
110—Top Frame and Linkage

install screws. If necessary, proceed as outlined

under Top Adjustments.

TOP TRIM AND REAR WINDOW ASSEMBLY

The following information deals with removal and
installation of the folding top trim and window assembly

complete. Figure 102 may be referred to for parts

identifications. Lettered sections (i.e. Section A-A) re-

ferred to in the instructions may also be found in Figure

102.
Note that the sections are illustrated as they would

CHEVROLET CHASSIS SERVICE MANUAL

CORVETTE BODY
1B-51

Fig.
Ill-Side Rail Weatherstrips

appear
if the
parts were cut through on the lettered lines

on
the top
assembly and the
cut
surface exposed. Arrows

indicate direction
in
which
you
would have
to
look
in

order
to see
the view shown.

Before
old
trim assembly
is
removed,
top
should
be

thoroughly adjusted
as
outlined
in
this section.
As
loose

parts
are
removed such
as
stay -straps
and
pads, their

installed positions should
be
marked
as an aid to in-

stallation
of
replacements.

Removal

1.
Remove rear side rail window sealing weatherstrip

as explained further
on in
this section; also remove

screws from ends
of
header inner weatherstrip.

Note, however, that
it is not
necessary
to
remove

header weatherstrip entirely
and
that header strip

must
be- in
place during final installation procedures

of
top
trim
so
that correct tension
of
installed trim

is achieved.

2.
Remove tacks securing
top and
header outer

weatherstrip
to
header (Figure
103).

3.
Pull cemented trim from rear side rail (Section

C-C).
REWORK PART

6280765

^GRIND
OFF

THIS PORTION

COAT
TIP
WITH GREASE PENCIL.

II INSTALL
IN
BOLT RETAINING SLOT

LOCATE
TIP
INBOARD

(BOTH SIDES)

APPLY PRESSURE
TO

MARK
LID,
DRILL,
AND
INSTALL

ATTACHING PARTS (BOTH SIDES)

Fig.
113—Hardtop Attachments
at
Rear
Bow

4.
Remove end caps from wire-on binding; remove

tacks securing binding to #3 bow (View F.). See

frame and linkage portion for bow identification.

5.
Remove staples securing trim to #3 bow.

6. Remove tacks securing upper ends of stay straps to

#3 bow. Pads may be removed at this time, if de-

sired. Mark position of pads and straps on head and

#3 bow before removal.

7.
Disconnect rear bow from top frame assembly. Two

screws retain at each side Figure 104.

8. Remove trim-rear bow assembly from vehicle to

clean work bench or table.

9. Remove plastic filler from' rear bow weatherstrip

MARK, DRILL
AND
INSTALL

ATTACHING PARTS (BOTH SIDES)

Fig.
112-Header Weatherstrip
Fig.
114—Hardtop Attachments
at
Lock Pillar Area

CHEVROLET CHASSIS SERVICE MANUAL

CORVETTE BODY 1B-52

and pull weatherstrip and trim from rear bow.

Section A-A shows installed position of these com-

ponents. Refer also to figure 105.

installation

1.
Find and mark center of header, #3 bow, rear bow

and leading and trailing edges of top trim. Align

these marks during installation and recheck their

alignment from time to time while installation is in

progress, especially during tacking or stapling.

2.
Assemble top trim and weatherstrip to rear bow,

referring to Section A-A and Figure 105. Note that

filler strip locks this assembly together and goes

in last. Align center marks.

3.
If new pads are required, install at this time, align-

ing with marks made when old pads were removed.

Figure 106 shows pad construction; Figure 107 shows

pad installed.

4.
Install top trim-rear bow assembly on top frame

with four screws removed at disassembly.

5.
Lock down rear bow in desired "top up" position.

Pull up stay straps and staple or tack to #3 bow

(fig. 108).

6. Pull leading edge of trim iip to header and align

center marks. Smooth out fabric and clamp, tack

or staple temporarily to header.

7.
Draw window extension up to #3 bow, aligning cen-

tering marks. Turn an ample amount of fabric under

and tack to #3 bow. Apply neoprene trim cement,

GM Part #3695016 or equivalent, to area shown in

View D of Figure 102. Follow directions on package.

8. Draw roof portion of trim over #3 bow, align marks

and tack on staple.

9. Trim off excess material and install wire-on binding

as shown in Figure 109 and View D of Figure 102.

Install binding caps.

10.
Remove temporary clamps or fastenings holding trim

to header.

11.
With header locked down, pull trim assembly up tight

and mark for final installation.

12.
Apply trim cement to header and rear side rail.

13.
Release header from windshield. Tack or staple trim

to header (fig. 103).

14.
Apply trim to rear side frame, previously cemented.

15.
Install weatherstrips which were removed at dis-

assembly and install retaining screws in header

weatherstrip.

16.
Make any adjustments necessary, following instruc-

tions listed under Folding Top—Adjustments.

FRAME AND LINKAGE

Figure 110 illustrates construction features of the

folding top frame and linkage. Various cross sections in

Figure 110 show the pivoting joints and their assembly.

If an operation is being performed which requires

removal of folding top trim, follow directions in this

section. The entire frame assembly may be removed and

replaced as a unit. Follow instructions for Folding Top

Trim and Rear Window Assembly and Top Assembly—

Removal and Installation.

The pivoting joints should be lubricated with light

machine oil once a year. Apply oil sparingly so as not

to stain top trim.
WEATHERSTRIP

Side Rail Weatherstrip

Figure 111 illustrates installation of side rail weather-

strip which acts to seal window opening. The weather-

strip is held in place by studs which are part of the

weatherstrip assembly, and by neoprene base cement

which is applied between weatherstrip and side rail

surface.

When replacing weatherstrip remove all rust, old

cement and foreign material from the surfaces to be

cemented, to assure successful bonding. Use only good

quality neoprene cement suitable for weatherstrip

application.

Header Weatherstrip

Weatherstrip assembly is retained to the header panel

by a combination of studs, sheet metal screws and special

fasteners as shown in Figure 112, along with neoprene

base weatherstrip cement.

Figure 99 shows' a cross section of weatherstrip taken

through a special fastener. To replace fastener, rotate

ninety degrees to align fastener head with slot. Follow

directions for cementing in the Side Rail Weatherstrip

instructions preceding this write up.

ADDING HARDTOP (ROOF PANEL ASSEMBLY)

An available roof panel assembly (hardtop) complete

can be added to convertible model Corvettes. The hard-

ware is included with the panel assembly.

Reworking of a plastic part (one for each side of the

roof panel) can be used as a marker for drilling of two

required holes in the folding top compartment lid* Hard-

ware is attached at four locations — two on the lid and

two (one each side) at the lock pillar area as follows:

1.
Rework two plastic retainers (#6280765) (used on

Chevrolet and Corvair door inner panels for trim

retention) as shown by Figure 113.

2.
Slide the reworked plastic retainers into the bolt re-

tainer slots on each side of the hardtop rear bow

(position plastic tip inboard).

3.
Mark the hardtop reveal molding at the approximate

location of the two plastic retainers,

4.
Mark the tips of the two plastic retainers with a

china marker pencil.

5.
Close the soft top compartment lid.

6. With aid of an ^assistant, position front of hardtop

onto header and lower onto vehicle. Do not fasten

latches at windshield header.

7.
Apply hand pressure at reveal molding marks.

8. Mark roof panel attachment hole location at each

lock pillar area (fig. 114).

9. With aid of an assistant, lift roof panel straight up

off body and set roof panel aside.

10.
Mark the drill position at the four china marks with

a center punch.

11.
Place a 2" x 4" board under the top compartment lid

to prevent drill damage to folding top material. Make

certain the compartment lid is securely locked

before drilling.

12.
Drill 1/8" pilot hole at the 4 marked locations.

CHEVROLET CHASSIS SERVICE MANUAL

ENGINE 6-7

Tune Up should be checked whenever the Air Injection

Reactor System seems to be malfunctioning. Particular

care should be taken in checking items that affect fuel-air

ratio such as the crankcase ventilation system, the car-

buretor and the carburetor air cleaner. Carburetors and

distributors for engines with the Air Injection Reactor

System are designed, particularly, for these engines;

therefore, they must not be interchanged with or replaced

by a carburetor or distributor designed for an engine

without the Air Injection Reactor System.

Choke Adjustment (Fig. 11)

With Remote Choke

1.
Remove air cleaner and check to see that choke

valve and rod move freely.

2.
Disconnect choke r*od at choke lever.

Check choke adjustment as follows:

On all except 275 hp 327 cu. in. engines, hold

choke valve closed and pull rod up against stop. The

top of choke rod end should be 1/2 - 1 rod diameter
4.

5.
above top of hole in choke valve lever.

On 275 hp 327 cu. in. engines, hold choke valve

closed and push rod down against stop on thermostat

bracket. The top of the choke rod should be 1/2 - 1

rod diameter below the top of the hole in the choke

lever.

If necessary, adjust rod length by bending rod at off-

set. (Bend must be such that rod enters choke lever

hole freely and squarely.)

Connect rod at choke lever and install air cleaner.

3.
With Manual
Choke

1.
Remove air cleaner.

2.
Push hand choke knob in to within 1/8" of instrument

panel.

3.
Loosen choke cable at carburetor bracket and adjust

cable through the clip until the choke valve is wide

open.

4.
Tighten cable clamp at carburetor bracket and check

operation of choke valve to ensure full closed and

wide open positions.

INSTRUMENT CHECK-OUT

Instrument Hook Up

Connect vacuum gauge, dwell meter, tachometer and

timing light as recommended by the manufacturer of the

equipment being used.

Check and Adjust Dwell

1.
Start engine then ch^ck ignition dwell.

.2.
If dwell is not within specifications, adjust dwell as

follows:

V8 ENGINES

• With engine running at idle, raise the adjustment

screw window-and insert an Allen wrench in the

socket of the adjusting screw (fig. 12).

• Turn the adjusting screw as required until a dwell

reading of 30° is obtained. A 2° variation is al-

lowable for wear.

• Close access cover fully to prevent the entry of

dirt into the distributor.

NOTE: If a dwell meter is not available, turn
adjusting screw clockwise until engine starts to

misfire, then turn screw one-half turn in the op-

posite direction to complete adjustment.

IN LINE ENGINES

• Remove distributor cap and recheck point setting.

If dwell is still not within specifications check the

distributor as outlined in Section 6Y.

Check Dwell Variation

Slowly accelerate engine to 1500 rpm and note dwell

reading. Return engine to idle and note dwell reading. If

dwell variation exceeds specifications, check for worn

distributor shaft, worn distributor shaft bushing or loose

breaker plate.

WINDOW

"HEX" TYPE

WRENCH

Fig.
12 - Setting Point Dwell (V8)
Fig.
13 - Ignition Timing Marks

CHEVROLET CHASSIS SERVICE MANUAL

ENGINE-ELECTRICAL 6Y-22

ADJUST DWELL

ANGLE SETTING OR

POINT OPENING

Fig.
lOi—Settihg Point Opening

To adjust the contact point opening:

1.
If necessary, align points (fig. 9i) by bending the

fixed contact support. Do not bend the breaker lever.

Do not attempt to align used points; replace them

where serious misalignment is observed. Use an

aligning tool if available.

2.
Turn or crank the distributor shaft until the breaker

arm rubbing block is on the high point of the cam

lobe.
This will provide maximum point opening.

3.
Loosen the contact support lock screw.

4.
Use a screw driver (fig. lOi) to move the point sup-

port to obtain a .019" opening for new points and a

.016"
opening for used points.

5.
Tighten the contact support lock screw and recheck

the point opening.

6. After checking and adjusting the contact point open-

ing to specifications, the cam angle or dwell should

be checked with a dwell angle meter if such equip-

ment is available (see Specifications for proper dwell

angle).
If the cam angle is less than the specified

minimum, check for defective or misaligned contact

points or worn distributor cam lobes. The variation

in cam angle readings between idle speed and 1750

engine rpm should not exceed 3°. Excessive varia-

tion in this speed range indicates wear- in the

distributor.

NOTE:
Cam angle readings taken at speeds

above 1750 engine rpm may prove unreliable

on some cam angle meters.

Eight Cylinder Engine Distributor

On the Vehicle

With the engine running at idle and operating tempera-

tures normalized, the dwell is adjusted by first raising

the window provided in the cap and inserting a "Hex"

type wrench into the adjusting screw head (fig. Hi).
WINDOW

r- "HEX" TYPE

WRENCH

ADJUSTING

SCREW

Fig.
-lli—Adjusting Dwell Angle

1.

Preferred Method - Turn the adjusting screw until

the specified dwell angle is obtained as measured in

degrees (28° to 32°, 30° preferred) by a dwell angle

meter.

2.
Alternate Method - Turn adjusting screw in (clock-

wise) until the engine begins to misfire, then turn

screw 1/2 turn in the opposite direction (counter-

clockwise). This will give the approximate dwell

angle required. (Use only when meter is not

available.)

Off the Vehicle

1.
Distributor Test Method:

a. With the distributor mounted on a distributor

testing machine, connect the dwell meter to the

distributor primary lead.

b.
Turn the adjusting screw (fig. lli) to set the dwell

angle to 30 degrees.

2.
Test Light Method:

a. With the distributor mounted in a vise, connect a

testing lamp to the primary lead.

b.
Rotate the shaft until one of the circuit breaker

cam lobes is under the center of the rubbing block

of the breaker lever.

c. Turn the adjusting screw clockwise (fig. lli) until

the lamp lights, then give the wrench 1/2 turn in

the opposite direction (counter-clockwise) to ob-

tain the proper dwell angle.

DISTRIBUTOR CONDENSER

PERFORMANCE DIAGNOSIS

The following four factors affect condenser perform-

ance,
and each factor must be considered in making any

condenser test.

1.
Breakdown - A failure of the insulating material. A

direct short between the metallic elements of the

condenser. This prevents any' condenser action.

2.
Low Insulating Resistance (Leakage) - Low insula-

tion resistance prevents the condenser from holding

a charge. All condensers are subject to leakage

which, up to a certain limit, is not objectionable.

3.
High Series Resistance - Excessive resistance in

the condenser circuit due to broken strands in the

CHEVROLET CHASSIS SERVICE MANUAL

ELECTRICAL-BODY AND CHASSIS 12-2

FJg.
1 - Fuse Panel Assembly

All power window and tailgate circuits require the igni-

tion switch to be "ON" to open or close the windows un-

like past model designs which were operated independ-

ently of the ignition switch.

The windshield wiper and washer switch is new in that

washer button in the center of the knob has been deleted
and its function will be accomplished by pushing the knob.

A set screw is used to retain the knob to the shaft.

In addition to fuses, the wiring harness incorporates

fusible links to protect the wiring. Links are used rather

than a fuse in wiring circuits that are not normally fused,

such as the ignition circuit. Fusible links in the Chevro-

let wiring are four gauge sizes smaller than the cable it

is designed to protect. The links are marked on the

insulation with wire gauge size because of the heavy insu-

lation which makes the link appear a heavier gauge than it

actually is.

Engine compartment wiring harness incorporate sev-

eral fusible links. Each link is identified with its gauge

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

four wire gauges 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 spe-

cial 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 gauge, brown fusible link protecting

the 10 gange battery charging circuit. This wire is

an integral part of the battery cable assembly and

servicing 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 gauge black fusible link is located at horn relay

to protect all unfused wiring of 12 gauge or larger.

It is a serviceable piece with an in-line connector

and is not integral with the wiring harness.

3.
The generator warning light and field circuitry (16

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

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 gauge

wire as required.

4.
The ammeter circuit on all models is protected by

two orange, 20 gauge 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 gauge wire as required.

The wiring harnesses use a standarized. color code

common to all Chevrolet vehicles. Under the color code,

the color of the wire designates a particular circuit. The

harness title indicates the type of harness, single of mul-

tiple wire, and also describe the location of the harness.

The body harness is a flat, solid wire assembly and is

routed through the vehicle near the center of the body.

Composite wiring diagrams (figs. 104 thru 124) are in-

cluded at the end of this section.

MAINTENANCE AND ADJUSTMENTS

Maintenance of the lighting units and wiring system

consists of an occasional check to see that all wiring

connections are tight and clean, that the lighting units are

tightly mounted to provide good ground and that the head-

lamps are properly adjusted. Loose or corroded con-

nections may cause a discharged battery, difficult start-

ing, dim lights, and possible damage to generator and

regulator. Wire harnesses must be replaced if insulation

becomes burned, cracked, or deteriorated. Whenever it
is necessary to splice a wire or repair one that is bro-

ken, always use solder to bond the splice. Always use

rosin flux solder on electrical connections. Use insulat-

ing tape to cover all splices or bare wires.

When replacing wires, it is important that the correct

size be used. Never replace a wire with one of a smaller

size.

Each harness and wire must be held securely in place

by clips or other holding devices to prevent chafing or

CHEVROLET CHASSIS SERVICE MANUAL

ELECTRICAL-BODY AND CHASSIS 12-4

b.
hand lamp until the string is positioned over the

crossarm centerline. Turn the screw clockwise

in making the final adjustment to take up play in

the headlamp mechanism.

Repeat the above procedure on the right-hand

lamp to complete the horizontal adjustment of the

headlamps.

VERTICAL ADJUSTMENT

8. a. Numeral "2" (fig. 5) should appear in the "down"

window of each aimer. If not, loosen knob at

underside of aimer arm and slide back and forth

until the numeral does appear.

NOTE:
This setting will give a 2" drop of the

headlamp high beam spot centerline on a screen

placed 25 feet forward of the vehicle. Check

state laws for proper vertical setting.

b.
Turn headlamp vertical aim screw (fig. 5) on left-

hand unit counter-clockwise until the bubble is at

the inner end of the glass tube. Then turn screw

clockwise until bubble is centered in tube.

c. Repeat this procedure on right-hand headlamp

unit to complete vertical adjustment of lamps.

9. Recheck the string at the ends of each crossarm for

correct setting and the bubble on each aimer for

centered position.

10.
Remove the aimers by pulling on the suction cup tabs

through the openings in the aimers (fig. 6).

11.
With headlamps properly aimed, replace headlamp

bezels.

HOW TO SELECT A LEVEL AIMING AREA

1.
Select area you believe to be level.

2.
Remove headlamp bezels and install Aimers on each

headlamp (fig. 3) making sure aiming lugs engage

smoooth inner ring of the Aimer.
"
To install Aimer,

press firmly on the knob extending out from the cen-

ter of the Aimer base. This forces the suction cup

into place on the Sealed Beam unit.:

3.
Loosen the slider knob beneath the aimer arm and

set the numeral "2" in the DOWN view window (fig.

7).
Back vertical lamp adjustment out on each lamp

until bubble is outside of black line of vial, then cen-

ter bubble in between black line of vial by turning

clockwise.
VERTICAL AIMING SCREW

VIEW WINDOWS

BUBBLE

Fig.
6 - Removing Aimer from Headlamp
Fog.
7- Selecting Level Aiming Area

4.
After botli bubbles are centered, turn the car around

end for end, making sure the tires are in the spots

made on the floor before the car was moved.

.5.
If the bubbles are still within the two outside black

marks on the vials, the floor is level enough to use

the Aimer as it comes from the factory.

NOTE:
A quick level check can be made by

using the T-3 Safety-Aimer as a level. Use

with a true eight to ten foot two by four as an

extension. Make sure pads on base of Aimer

are used. Place the board where you expect the

wheels to be and take readings as outlined above.

6. If either bubble moves outside the black lines of the

vial there is too much slant to the floor. Try driving

the car in at different angles onto the aiming area.

If bubbles can
not
be centered follow procedure under

"How to Compensate for Unlevel Floor."

NOTE:
When level portion of floor is obtained,

mark tire spots on floor so spots can be used

next time without calibrating Aimer.

TO COMPENSATE FOR UNLEVEL FLOORS

If your floor is not level within the limits specified, the

T-3 Aimer can be calibrated to compensate for the error

in the floor. Follow this procedure with both aimers.

1.
Drive the car onto the area for which you wish to

compensate the aimers, and install the aimers in

place on the headlamps.

2.
Loosen knob beneath the aimer arm and move the

slider until the bubble is centered.

3.
Record the numeral in the view window. (This nu-

meral is to be used only for recalibration.)

4.
Move the slider to a position halfway between this

recorded numeral and the numeral "2" in the
DOWN

window. (This numeral is used only in recalibration

and not for headlamp aiming.)

5.
Recalibrate aimers by turning screw shown in Figure

8 until the bubble is centered.

6. The T-3 Aimers are now calibrated for the selected

area. All future aiming must be done in the same

area and with the car pointed in the same direction.

Mark the tire spots on the floor so that other vehi-

cles can be located in the same position.

CHEVROLET CHASSIS SERVICE MANUAL