1967 CHEVROLET CAMARO ABS

ENGINE-ELECTRICAL 6Y-8

1

FIELD RELAY^I^p2

"LATCH"
^PFN?^

"P1
TERMINAL
JyJvJCTl^

NO. 2 TERMINAD^5^^^«

NO.
3 TERMINAL ^S5«£

NO.
4 TERMINAL ^^^
m

# / VOLTAGE

¥ REGULATOR

1
ACCESS PLUG TO

VOLTAGE ADJUSTMENT

No 4 TERMINAL

Double Contact

Fig.
2c—Voltage Regulator Assemblies
Transistor

regulator to handle the higher field current and enables it

to absorb the increased inductive voltages of the field

coil with satisfactory contact point life.

The double-contact regulator assembly (fig. 2c) con-

sists of a double contact voltage regulator unit and a field

relay unit. This unit uses two sets of contact points on

the voltage regulator unit to obtain desired field excita-

tion under variable conditions. Internal circuit wiring

diagrams of the double contact regulator are shown in

Figures 3c and 4c.

The transistor regulator (fig. 2c) is an assembly com-

posed principally of transistors, diodes, resistors, a

capacitor, and a thermistor to form a completely static

voltage regulating unit in combination with a conventional

vibrating type field relay.

The transistor is an electrical device which limits the
generator voltage to a preset value by controlling the

generator field current. The diodes, capacitor and re-

sistors act together to aid the transistors in controlling

the generator voltage. This is the only function that the

regulator performs in the charging circuit. The

thermistor provides a temperature-compensated voltage

setting. Wiring diagrams of the transistor regulator are

shown in Figures 3c and 4c.

The voltage at which the generator operates is deter-

mined by the regulator adjustment. The regulator voltage

setting can be adjusted externally by removing a pipe plug

in the cover (fig. 2c) and turning the adjusting arm inside

the regulator. This procedure is explained in the followr

ing section, and permits regulator adjustments without

removing the cover.

FUSIBLE

DOUBLE CONTACT
FUSIBLE LINK-^
JUNCTION HORN

BLOCK RELAY

RESISTOR

Q FIELD Q>

DELCOTRON TR-

TRANSISTOR
FUSIBLE LINK-

Fig.
3c-Circuity - Voltage Regulator Assemblies (Except Corvette)

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

ENGINE-ELECTRICAL 6Y-10

circuit. Make absolutely certain all connections in

the circuit are secure.

5.
Do not short across or ground any of the terminals

on the generator or regulator.

6. Do not attempt to polarize the generator.

7.
Do not disconnect lead at generator without first dis-

connecting battery ground cable.

Trouble in the A.C. charging system will usually be

indicated by one or more of the following conditions:

1.
Faulty indicator lamp or ammeter operation.

2.
An undercharged battery (usually evidenced by slow

cranking speeds).

3.
An overcharged battery (usually evidenced by exces-

sive battery water usage).

4.
Excessive generator noise or vibration.

Described below are a series of on-the-vehicle quick

checks which are designed to assist the service tech-

nician in locating troubles within the various components

of the engine electrical system. Additional checks, ad-

justments and overhaul procedures of these components

are also described in the "Charging Systems—Service

Operations Section" and should be referred to as

necessary.

STATIC CHECKS

Before making any electrical checks, perform the fol-

lowing static checks:

1.
Check for loose fan belt.

2.
Check for defective battery. (Refer to Battery).

3.
Inspect all connections, including the slip-on con-

nectors at the regulator and Delcotron.

NOTE: Do not short field to ground to check if

generator is charging since this will seriously

damage the charging system.

SYSTEM CONDITION TEST

This test is used .to indicate the overall condition of the

charging system (both good and defective) and to isolate

the malfunctioning unit if the system is defective.

NOTE: On Corvette models difficulty may be

encountered -when attempting to make the re-
quired test connections at the voltage regulator.

It is advisable to remove the regulator from its

mounting location to perform the necessary con-

nections at the regulator for the following tests

but make sure unit is grounded.

1.
With ignition off, perform the prescribed Static

Checks outlined in this section. Then set hand brake

and shift transmission
into
neutral.

2.
Connect a voltmeter from junction block relay to

ground at regulator base.

CAUTION: Be sure meter clip does not touch a

resistor or terminal extension under regulator,

3.
Connect a tachometer on engine.

4.
Models equipped with Indicator Lamp: Turn ignition

switch on "ON" position and check indicator lamp.

If lamp fails to glow, perform appropriate tests and

corrections (Indicator Lamp Circuit Tests) before

continuing.

Models equipped with Ammeter: Turn ignition

switch to "ACC" with an accessory on and check

ammeter. If ammeter fails to read discharge, check

ammeter circuit before continuing.

5.
Models equipped with Indicator Lamp: If lamp glows,

start the engine and run' it at 1500 rpm or above.

Check indicator lamp. If lamp fails to go out, per-

form appropriate test and corrections (Indicator

Lamp Circuit Test) before continuing.

Models equipped with Ammeter: If ammeter reads

discharge, start the engine and observe ammeter. If

meter fails to move toward charge (from original

position), perform appropriate test and corrections

(Field Circuit Tests) before continuing.

NOTE: At this point a field circuit has been

established and any other problem will lie in

generator or regulator.

6. Turn on high-beam headlights and heater blower

motor to high speed, run engine at or above 1500

rpm (for a few minutes, if necessary) and read the

voltage on meter.

AIR GAP

ADJUSTING NUT

ONLY

ADJUSTING SCREW

(Turn To Adjust

Voltage Setting)

Fig.
6c—Adjusting Voltage Setting

CHEVROLET CHASSIS SERVICE MANUAL

ENGINE-ELECTRICAL 6Y-25

1.
Remove the rotor.

2.
Remove both weight springs and advance weights.

3.
Remove roll pin retaining driven gear to distributor

shaft, slide the gear and spacers from the shaft.

Remove tachometer drive gear on Corvette models.

4.
Before sliding the distributor shaft from the hous-

ing, check for and remove any burrs on the shaft.

This will prevent damage to the seals and bushing

still positioned in the housing.

5. Slide the distributor mainshaft and cam-weight base

assembly from the housing.

6. Remove vacuum advance mechanism retaining

screws, remove the vacuum advance assembly.

7. Remove the spring retainer, remove the breaker

plate assembly from the distributor housing. Re-

move the contact point and condenser from the

breaker plate. Remove the felt washer and plastic

seal located beneath the breaker plate.

CLEANING AND INSPECTION

1.
Wash all parts in cleaning solvent except cap, rotor,

condenser, breaker plate assembly and vacuum con-

trol unit. Degreasing compounds may damage insula-

tion of these parts or saturate the lubricating felt in

the case of the breaker plate assembly.

2.
Inspect the breaker plate assembly for damage or

wear and replace if necessary.

3.
Inspect the shaft for wear and check its fit in the

bushings in the distributor body. If the shaft or bush-

ings are worn, the parts should be replaced.

4.
Mount the shaft in "V" blocks and check the shaft

alignment with a dial guage. The run-out should not

exceed .002".

5. Inspect the advance weights for wear or burrs and

free fit on their pivot pins.

6. Inspect the cam for wear or roughness. Then check

its fit on the end of the shaft. It should be absolutely

free without any roughness.

7. Inspect
the •
condition of the distributor points. Dirty

points should be cleaned and badly pitted points

should be replaced. (See Distributor Contact Points.)

8. Test the condenser for series resistance, micro-

farad capacity (.18 to .23) and leakage or breakdown,

following the instructions given by the manufacturer

of the test equipment used.

9. Inspect the distributor cap and sparkplug wires for

damage and replace if necessary.

ASSEMBLY

Four and Six Cylinder Engine

Refer to Figure 12i for Exploded View of Distributor.

1.
Replace cam assembly to mainshaft.

NOTE:
Lubricate top end of shaft with Delco

cam and ball bearing grease or equivalent prior

to replacing.

2.
Install governor weights on their pivot pins, replace

weight springs. Install weight cover and stop plate.

3.
Lubricate mainshaft and install it in distributor

housing.

4.
Install distributor driven gear to mainshaft and in-

sert attaching roll pin. Check to see that shaft turns

freely.
5. Install breaker plate assembly in the distributor body

and attach retaining screws.

6. Attach condenser and contact point set in proper lo-

cation with appropriate attaching screws.

NOTE:
Contact point set pilot must engage

matching hole in breaker plate. Connect primary

and condenser leads to contact set quick-

disconnect terminal.

7. Attach vacuum control assembly to distributor

housing.

8. Check and adjust contact point opening and align-

ment (See setting and alignment of points.)

9. Check breaker lever spring tension which should

be.
19-23 ounces. (See contact point replacement.)

V-8 Assembly-(Fig. 13i)

1.
Fill housing lubricating cavity with proper compound,

press in new plastic seal and install felt washer.

2.
Replace the vacuum advance unit, install the breaker

plate in housing and install the spring retainer on

the upper bushing.

3.
Lubricate and slide weight cam over mainshaft and

install weights and spring (fig. 14i).

4.
Insert mainshaft into housing, indexing it with drive

gear and washers. Install tachometer drive gear on

Corvette models.

5. Slide distributor drive gear shims and gear over

shaft and install new pin. Tap new pin through gear

and mainshaft. Check shaft for free rotation.

NOTE:
Mainshaft end clearance should be

.002"-.007". Add or remove shims as necessary.

6. Install contact point set and condenser to breaker

plate. Connect leads as shown in Figure 6i.

NOTE:
Contact point spring tension is factory-

set above specifications to assure ease of final

adjustment. Correct tension is 19-23 oz.

7. Install rotor to cam assembly, indexing round and

square pilot holes.

Flg.
Hi-Advance Weights Installed

CHEVROLET CHASSIS SERVICE

CLUTCH AND TRANSMISSIONS 7-32

21.
Remove transmission output shaft slip yoke and in-

sert a plastic shipping plug in end of extension to

prevent spillage of transmission fluid.

NOTE:
The yoke is removed to avoid tearing

the heat reflecting pad on the underbbdy, when

the transmission is being removed.

22.
Remove bright metal ignition shielding from dis-

tributor area.

23.
Remove the transmission dip stick and tube

assembly.

24.
Disconnect transmission vacuum modulator line at

distributor advance line tee.

25.
Position transmission hoist under transmission and

attach safety chain to transmission.

26.
Remove transmission converter housing-to-engine

attaching foolts and slide transmission rearward.
NOTE:
Observe converter when moving trans-

mission rearward. If converter does not move

with the transmission, pry it free of flywheel

before proceeding.

27.
Install converter retaining strap.

28.
Lower and remove transmission from vehicle by

tilting the front down and to the right while inter-

mittently lowering the transmission to facilitate its

• removal.

29.
Reinstall transmission assembly by performing the

above steps in reverse order.

Bolt Torques

Transmission Case to Flywheel

Housing Bolts 35 ft. lbs.

Converter to Flywheel Bolts. . , . . 35 ft. lbs.

OTHER SERVICE OPERATIONS

Although certain operations, such as oil pan or gasket

replacement, valve body, governor, filler pipe "O" ring,

speedometer drive gear, case extension "0" ring and

rear oil seal, vacuum modulator, and servo cover or

gasket service may be performed from underneath the
vehicle without removing the Powerglide; their service

procedure is covered in the Passenger Overhaul Manual

and is not repeated here. Refer to the- Powerglide Sec-

tion of the Passenger Overhaul Manual for all other

service operations not covered here.

DIAGNOSIS

Proper operation of the Powerglide transmission may

be affected by a number of factors, all of which must be

considered when trouble in the unit is diagnosed.

Proper trouble diagnosis can only be accomplished

when performed in a thorough step by step procedure.

The following procedure has been devised and tested and

is recommended for all trouble diagnosis complaints and

if the service man will follow this checking procedure,

accurate and dependable diagnosis may be accomplished.

This will result in a savings of time, not only to the

service man, but to the customer as well.

WARMING UP TRANSMISSION

Before attempting to check and/or correct any com-

plaints on the Powerglide transmission it is absolutely

essential that the oil level be checked and corrected if

necessary. An oil level which is either too high or too

low can be the cause of a number of abnormal conditions

from excessive noise to slippage in all ranges.

It must be remembered that cold oil will slow up the

action of the hydraulic controls in the transmission. For

this reason a trouble or oil leak diagnosis should not be

attempted until the transmission has been warmed up by

either of the following procedures:

Shop Warm Up

1.
Connect tachometer to engine.

2.
Set parking brake tight and start engine.

3.
Place selector light in
"D"
(drive) range.

4.
Adjust carburetor idle speed adjusting screw to run

engine at approximately 750 rpm and operate in this

manner for two minutes. At the end of two minutes

of operation, the transmission will be sufficiently

warmed up for diagnosis purposes.
NOTE:
At this point, readjust the engine idle

speed to 450-475 rpm in
"D"
range.

Road Warm Up

Drive the car approximately 5 miles with frequent

starts and stops.

NOTE:
At this point, make sure the engine idle

speed is set to 450-475 rpm in
"D"
range.

CHECKING FLUID LEVEL AND CONDITION

After transmission has been warmed up, check the

fluid level with the engine idling, parking brake set and

control lever in "N" (neutral). If the fluid level is low,

add fluid to bring level up to the full mark on gauge rod,

CAUTION: If fluid level is too high, fluid may

be aerated by the planet carrier. Aerated fluid

will cause turbulence in the converter which will

result in lost power, lower stall speed and lower

pressures in control circuits. Lower fluid level

to full mark, then shut off engine to allow air

bubbles to work out of fluid.

When checking oil level, aburned smell and discolora-

tion indicate burned clutches or bands and the transmis-

sion will have to be removed.

MANUAL LINKAGE

Manual linkage adjustment and the associated neutral

safety switch are important from a safety standpoint.

The neutral safety switch should be adjusted so that the

engine will start in the Park and Neutral positions only.

With the selector lever in the Park position, the park-

ing pawl should freely engage and prevent the vehicle

CHEVROLET CHASSIS SERVICE MANUAL

FUEL TANK AND EXHAUST SYSTEMS 8-2

COMPONENT PART REPLACEMENT

FUEL TANK

Draining Tank

The absence of a drain plug in the gas tanks makes it

necessary to siphon fuel from the tank when draining is

needed. The following procedure is recommended.

1.
Obtain approximately 10 feet of 3/8" I.D. hose and

cut a flat-type slit 18" from one end. Make this cut

on the hose in the direction "toward the shorter end

(See Figure 2).

2.
Insert a small pipe nipple (slightly larger O.D. than

the hose I.D.) into the opposite end of hose.

3.
Insert the nipple end of the siphon hose into the fuel

tank filler neck with the natural curl of the hose

pointing down. Insert until the hose is heard to strike

bottom of the tank.

4.
With the opposite end of the hose in a suitable con-

taner insert an air hose in downward direction in the

flap-type slit and trigger the flow of fuel.
FUEL FLOW

-If*
APPROX.-1 >SUT «<>«
AS SHOWN

10 FEET APPROX.-

Fig. 2—Siphon Construction

FWD
V-8

VIEW B

Fig. 3-Fuel Lines

CHEVROLET CHASSIS SERVICE MANUAL

FUEL TANK AND EXHAUST SYSTEMS
8-8

CHEVELLE

FUEL TANKS

INDEX

Page

General Description.
g.g

Component Part Replacement
8-8

Fuel Tanks
. 8-8

Fuel Lines
8-8
Metering Units (Gauge, Sending Unit)

Fuel Tank Filler Neck Caps.
. .

Fuel Tank Vent Lines
Page

8-8

8-8

8-9

GENERAL DESCRIPTION

All models
use a 20
gallon capacity (approx.) fuel tank

mounted between
the
frame rails behind
the
rear axle.

The fuel tanks
are
basically
the
same
for
sedan, 2-seat

station wagon
and
pickup models except
for
filler neck

location
and
venting
(fig. 8).

All fuel tanks
are
vented
to the
atmosphere. Sedan

model tanks have
an
external vent hose and pipe assem-

bly
(fig. 11) and use a
non-vented fuel cap. Station wagon

and pickup model tanks
are
vented through
a
hose
and

vent pipe assembly
to the
filler neck
(fig. 8)
and
use a

vented, anti-surge type
gas cap. The
fuel caps
are two

different designs conforming
to SAE
standards
and are

not interchangeable.

The filler neck assembly
on
sedan models
is a
rear

fill design located behind
the
center
bar of the
bumper.
Station wagon
and
sedan pickup model filler neck assem-

blies
are
located
in
the left rear quarter panel.

The fuel pickup pipe
is
built integrally with
the
tank

gauge, located
at the
top-front center
of
the tank.
A
fine

mesh screen
is
located
at
the bottom-end
of the
fuel pick-

up pipe
to
prevent
the
entrance
of
foreign material into

the fuel system.

The sedan fuel tanks
are
held
in
place
by
two metal

straps attached individually
to the
underbody
at
each
end.

The straps hinge
at the
forward end and secure
the
tank

at
the
rear with
an
adjustable bolt
and nut
assembly.

The station wagon
and
pickup models have
a
frame

mounted fuel tank secured with straps
to
front and rear

supports.

COMPONENT PART REPLACEMENT

FUEL TANK

Draining Tank

The absence
of a
drain plug
in the gas
tanks makes
it

necessary
to
siphon fuel from
the
tank when draining
is

needed. Refer
to the
recommended draining procedures

previously outlined under Chevrolet Models
in
this

section.

Removal
and
Installation (Sedan Models)

1.
Raise vehicle.

2.
Drain fuel tank.

3.
Disconnect fuel pickup line
and
gauge wires from

tank unit.

4.
Disconnect vent hose from tank.

5. Remove tank support straps and lower tank carefully.

6.
To
install, reverse
the
removal procedure.

Removal
and
Installation

(Station Wagon
and
Pickup)

1.
Follow Steps
1
thru
3
outlined under sedan models.

2.
Remove tank support straps.

3.
Remove frame screw attachments from
the
front

support
(fig. 8).

4.
Guide tank forward
and
remove.

5.
To
install, reverse removal procedure.

FUEL LINES

The fuel lines, extending from fuel tank toiiuelpump,

are routed
on the
underside
of the
underbody along
the

right side
of the
vehicle opposite
the
single exhaust
sys-

tem.
The
fuel lines should occasionally
be
inspected
for
leaks,
kinks,
or
dents.
If
evidence
of
dirt
is
found
in the

carburetor
or
fuel pump
on
disassembly,
the
lines should

be disconnected
and
blown
out.
Check
the
fuel tank

strainer
for
damage
or
omission. Fuel lines
are of 5/16"

diameter tubing with beaded type ends
for
connections
of

hoses.

FUEL PIPE RETAINER
CUP

Removal
and
Installation

If fuel pipes
and
retainer clips
are
removed, Tool

J-7777 should
be
used
to
install
new
retainer clips
(fig.

10).
After removal
of the old
clip from
the
frame, position

the
new
clip
in the
location
of the old
clip. Index
the

"blind rivet"
and
press hard (hand pressure should
do)

to expand rivet.

GAUGE UNIT
AND
FUEL STRAINER

Removal
and
Installation
(Fig. 11)

1.
Drain tank
to a
level below
the
unit.

2.
Disconnect fuel pickup line
and
gauge unit wire.

3.
Use
special Tool J-8950
to
remove
cam
lock.
Re-

move unit
and
rubber gasket.

CAUTION: Carefully remove unit
so as not to

damage screen
on the end of
the pipe.

4.
Clean screen
by
blowing
out
with compressed
air.

5. Reverse procedure
to
install.

FUEL TANK FILLER NECK CAPS

The fuel tank filler neck caps
are
non-vented with
an

anti-surge feature. Station wagons have vented caps.

(Refer
to
"Fuel Tank Vent Lines").

CHEVROLET CHASSIS SERVICE MANUAL

FUEL TANK
AND
EXHAUST SYSTEMS
8-13

CHEVY II

FUEL TANKS

INDEX

Page

Page

General Description.
8-13

Component Part Replacement
8-13

Fuel Tanks
8-13

Fuel Lines
8-14
Metering Units (Gauge Sending Unit)
8-13

Fuel Tank Filler- Neck Caps.
. . 8-14

Fuel Tank Vent Lines .......
8-14

GENERAL DESCRIPTION

ANTI-SQUEAK

MA'
ANTI-SQUEAK

MATERIAL

SEDANS

STATION WAGON

Fig.
15-Chevy
II
Fuel Tanks

All Chevy
II
Models have
16
gallon capacity (approx.)

fuel tanks mounted between
the
frame rails
to the
rear
of

the rear axle
(fig. 15). The
fuel tanks
are
basically
the

same
for the
passenger
car
and two-seat,
six
passenger

station wagon models. The tanks
are
held
in
place
by two

metal straps attached individually
to the
underbody
at

each
end. The
straps hinge
at the
forward
end
and secure

the tank
at the
rear with
an
adjustable bolt and nut
ad-

sembly. The tank rests against the rear compartment
pan

reinforcement.
The
two-seat station wagon
gas
tank
is

secured
to the
contour
of
forward
and
rear underbody
brackets.
The
filler neck
is
accessible
by
removal
of a

fender
gas cap at the
rear left fender location.

A fine mesh screen
is
located
at the end of the
fuel

pickup pipe
to
prevent
the
entrance
of
dirt into
the sys-

tem.
The
tank
can be
drained
by
siphoning
at the
filler

neck
or by
removing
the
gauge sending unit and siphon-

ing
at the
tank opening.

CAUTION: Care should
be
exercised
to
avoid

denting
or
puncturing
the
fuel tank when
in-

stalling
or
removing.
~

COMPONENT PART REPLACEMENT

FUEL TANKS

Draining Tank

The absence
of a
drain plug
in
the Chevy
n
Model
gas

tanks makes
it
necessary
to
siphon fuel from
the
tank

when draining
is
needed. Refer
to the
recommended

draining procedures previously outlined under Chevrolet

Models
in
this section.

Removal
and
Installation

1.
Drain fuel tank.

2.
Raise
and
support vehicle.

3.
Disconnect
the
filler neck inlet hose
and the
vent

connection
(fig. 15).

4.
Remove
the gas
tank sending gauge unit access hole

cover
on
station wagons.
5. Disconnect fuel tank gauge sending unit with special

spanner Tool J-8950, detach wire
and
fuel pickup

line
at the gas
tank.

6. Remove tank support straps and lower tank carefully.

7. Reverse procedure
to
install.

The sending units
are
located on
the top
forward
end of

the
gas
tanks.
The
fuel strainer
is
located
at the end of

these sending units.

FUEL TANK GAUGE SENDING UNIT

AND FUEL STRAINER
(Fig. 16)

Replacement

1.
Drain tank
to a
level below
the
unit.

2.
Disconnect fuel pickup line
and
gauge unit wire.

3.
Use
special Tool J-8950
to
remove
cam
lock.
Re-

move unit and rubber gasket.

CHEVROLET CHASSIS SERVICE MANUAL