1967 CHEVROLET CAMARO Wiring

ENGINE-ELECTRICAL-6Y-30

Fig.
2 li—Removing Ignition Switch Nut

4.
Remove heater and/or A/C control panel assembly

retaining screws and push panel assembly from

console.

NOTE: If interference between control panel

and radio is encountered, loosen radio retaining

nuts.

5.
Remove radio control knobs, bezels and retaining

nuts.

6. Disconnect radio wiring harness and antenna lead-in.

7.
Remove radio rear brace attaching screw and re-

move radio from vehicle.
Fig.
231—Switch and Connector Unplugged

8. Remove ignition switch bezel nut using Tool J-7607

and push switch rearward from panel opening.

9. Disconnect wiring connector from rear of switch.

10.
To install, reverse removal procedure.

SPARK PLUGS

CLEANING AND REGAPPING

Clean the spark plugs thoroughly, using an abrasive-

type cleaner. If the porcelains are badly glazed or

blistered, the spark plugs should be replaced. All spark

plugs must be of the same make and number or heat

range. Use a round feeler gauge to adjust the spark plug

gap to specifications (fig. 24i).

Fig.
22i—Unlocking Ignition Switch Connector

Fig.
241—Setting Sfxirk Plug Gap

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

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

FUEL TANK AND EXHAUST SYSTEMS 8-21

Fig.
27-Gasoline Tank (36 Gallon) Wiring

CHEVROLET CHASSIS SERVICE MANUAL

STEERING 9-2

Fig.
1—Cover
Attaching Bolts—Chevy li Shown

ADJUSTMENTS

STEERING
GEAR

Before any adjustments are made to the steering gear

in an attempt to correct such conditions as shimmy,

loose or hard steering etc., a careful check should be

made of front end alignment, shock absorbers, wheel

balance and tire pressure for possible cause.

Correct adjustment of the steering gear is very im-

portant. Perform adjustments following the sequence

listed below,

1.
Remove pitman arm nut and mark relation of pitman

arm position to sector shaft. Remove pitman arm

with Tool J- 6632 as shown in Figure 2.

2.
Loosen the pitman shaft lash adjuster screw locknut

and turn the adjuster screw a few turns in a counter-

clockwise direction (fig. 3). This removes the load
Fig. 2—Removing Pitman Arm

imposed on the worm bearings by the close meshing

of rack and sector teeth. Turn steering wheel gently

in one direction until stopped by gear, then back away

about one turn.

CAUTION: Do not turn steering wheel hard

against stops when steering relay rod is discon-

nected as damage to ball guides may result.

3.
All except Corvette and telescopic columns:

a. Disconnect steering column harness at chassis

wiring connector plug.

b.
Remove horn cap or ornament and using an inch

pound torque wrench and socket on steering wheel

nut, measure torque required to keep the wheel

in motion.

LASH ADJUSTER

SCREW

LOCK NUT

WORM BEARING

ADJUSTER
\

WORM

ADJUSTER

Fig.
3—Steering Gear Adjustment Points

CHEVROLET CHASSIS SERVICE MANUAL

STEERING 9-4

8. Reassemble pitman arm to sector shaft, lining up

marks made during disassembly. Refer to torque

specifications at rear of manual for correct torque

value.

9. Install horn cap or ornament and connect steering

column harness at chassis connector.

NOTE:
Chevy.n models are equipped with a

shim at the frame to steering gear mounting

bolts.
Shims may be removed or installed as

required for proper steering gear alignment.

STEERING WHEEL ALIGNMENT AND

HIGH POINT CENTERING

1.
Set front wheels in straight ahead position. This can

be checked by driving vehicle a short distance on a

flat surface to determine steering wheel position at

which vehicle follows a straight path.

2.
With front wheels set straight ahead, check position

of mark on wormshaft designating steering gear high

point. This mark should be at the top side of the shaft

at 12 o'clock position and lined up with the mark in

the coupling lower clamp.

3.
If gear has been moved off high point when setting

wheels in straight ahead position, loosen adjusting

sleeve clamps on both left and right hand tie rods,

then turn both sleeves an equal number of turns in

the same direction to bring gear back on high point.

CAUTION: Turning the sleeves an unequal
number of turns or in differential directions will

disturb the toe-in setting of the wheels.

4.
Readjust toe-in as outlined in Section 3 (if necessary).

5. With wheels in a straight ahead position and the

steering gear on highpoint, check the steering wheel

alignment by measuring the distance from each hori-

zontal spoke to the horizontal centerline of the

steering wheel (fig. 5). If the horizontal spokes are

over 1-1/8 inches from the horizontal position the

wheel should be removed and centered. (See steering

wheel removal in this section.)

TOE-IN ADJUSTMENT

Adjust the steering linkage for proper toe-in setting as

outlined in Section 3.

CORVETTE STEERING RATIO (Fig. 6)

The Corvette steering ratio may be changed as follows:

CAUTION: Do not use the rearward hole in the

steering arm with power steering equipment or

interference may result.

1.
Remove tie rod ball stud nut at steering arm and

disconnect tie rod from steering arm.

2.
Move tie rod end to forward hole for 17.6:1 ratio

(fast ratio) or rear hole for 20.2:1 ratio (standard

ratio).

3.
Install tie rod stud nut and tighten securely. Repeat

operation on opposite steering arm.

COMPONENT REPLACEMENT AND REPAIRS

STEERING WHEEL

REGULAR PRODUCTION (Fig. 7)

Removal

1.
Disconnect steering column harness from chassis

wiring harness at connector (fig. 8).

2.
Pull out horn button cap or center ornament and

retainer.

3.
Remove three screws from the receiving cup.

4.
Remove the receiving cup, belleville spring, bushing,

and pivot ring.

5. Remove the steering wheel nut and washer.

6. Using Tool J-2927, install centering adapter on

steering shaft, thread puller anchor screws into

threaded holes provided in steering wheel. Turn

center bolt of tool clockwise to remove steering

wheel (fig. 9).

Installation

CAUTION: Direction signal control assembly

must be in "neutral position when assembling

steering wheel to prevent damage to cancelling

cam and control assembly.

1.
With directional cancelling cam and horn contact as-

sembly in place, set wheel onto steering shaft.
Fig. 7—-Regular Wheel and Horn Attachments

CHEVROLET CHASSIS SERVICE MANUAL

STEERING 9-5

Fig.
8—Steering Column Wiring Connector

Secure with washer and nut. Refer to torque speci-

fications at rear of manual for correct torque values.

Install belleville spring (with dish of spring up), pivot

ring, bushing and receiving cup with screws.

Install retainer and horn button cap or center

ornament.

Connect steering column harness to chassis wiring

connector.

Fig.
9—Removing Steering Wheel with J-2927
Fig.
10—Simulated Wood Steering Wheel and Attaching Parts

SIMULATED WOOD (Fig. 10)

Removal

1.
Disconnect steering column harness from chassis

wiring harness at connector.

2.
Remove horn cap assembly by pulling up.

3.
Remove contact assembly attaching screws and re-

move contact assembly.

NOTE:
If steering wheel only is to be replaced,

perform step 4. If directional signal cancelling

cam is to be replaced, omit step 4 and proceed

with steps 5 and 6.

4.
Remove remaining screws from steering wheel and

remove wheel from hub assembly.

5. Remove steering wheel nut and washer.

6. Using Tool J-2927, install centering adapter on

steering shaft, thread puller anchor screws into

threaded holes provided in hub assembly. Turn

center bolt of tool clockwise to remove hub

assembly.

Installation

CAUTION: Directional signal control assembly

must be in neutral position when assembling hub

assembly to prevent damage to cancelling cam

and control assembly.

1.
With directional cancelling cam and horn contact in

place, install hub assembly on steering shaft. Secure

with washer and nut. Refer to torque specifications

at rear of manual for correct torque value.

2.
Attach steering wheel to hub assembly using the six

attaching screws and tighten securely.

3.
Place horn contact on steering wheel and attach with

three screws. Tighten securely.

4.
Snap horn button in place.

5. Connect steering column harness to chassis wiring

connector.

CORVETTE TELESCOPING (Fig. 11)

Removal

1.
Disconnect steering column harness at wiring

connector.

2.
Pry off horn button cap.

3.
Remove three screws securing horn contact to spacer

and hub.

4.
Remove two screws securing lock screw to lock

knob,
and remove lock screw, lock knob, and spacer.

CHEVROLET CHASSIS SERVICE MANUAL

STEERING 9-12

1.
Steering Wheel Nut

2i Screw

3. Retaining Ring

4.
Thrust Washer

5. Wave Washer

6. Turn Signal Switch

7. Upper Bearing and

Housing Assembly

8. Cover
Fig.
24—Syncromesh Steering Column—Exploded View

9. Spring

1.0. Lock Ring

11.
Thrust Washer

12.
Shift Lever Spring

13.
Shift Bowl

14.
Shroud

15.
Bearing

16.
Mast Jacket

17.
Flange Plate
18.
Wiring Protector

19.
Shift Tube Assembly

20.
Adapter

21.
Bolt

22.
Reinforcing Ring

23.
Steering Shaft

24.
Bearing

25.
Tolerance Ring Kit

26.
Flange

cover, and seal to dash panel and remove covers.

13.
Corvette only (Fig. 23)

a. Remove clamp bolt and washer from support as-

sembly on engine side of dash panel.

b.
Remove screws securing support assembly and

seal to engine side of dash panel.

14.
Support column and remove screws, nuts, and bolts

securing instrument panel mounting bracket to un-

derside of instrument panel. On Chevrolet, Chevelle,

Camaro, and Chevy II models, remove and retain

wedge shims. On Chevrolet models, remove

retainers.
15.
Move front seat back as far as possible to provide

maximum clearance, and carefully lift column up out

of position and remove from vehicle. If column is

equipped with lower shift levers, mechanic at engine

compartment can pilot levers through dash panel

opening as column is lifted.

Disassembly'—Syncromesh Column (Fig. 24)

1.
Unsnap and remove wiring protector (fig. 25).

CAUTION: Secure column in bench vise for

service one of two ways shown in Figure 26.

Clamping column in vise in any other manner

CHEVROLET CHASSIS SERVICE MANUAL