1967 CHEVROLET CAMARO ECU

ENGINE-ELECTRICAL
6Y-4

CLEANING

The external condition of the Battery should be checked

periodically for damage or for the presence of dirt and

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

An accumulation of acid film and dirt may permit current

to flow between the terminals, which will slowly dis-

charge the Battery. For best results when cleaning the

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

soda solution to neutralize any acid present; then flush

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

tight, so that the neutralizing solution does not enter the

cells.

CABLES

To insure good electrical contact, the cables should be

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

cable terminals are corroded, the cables should be dis-

connected and the terminals and clamps cleaned sepa-

rately with a soda solution and a wire brush. After

cleaning and installing clamps, apply a thin coating of

petroleum jelly on the cable clamps to retard corrosion.

CARRIER
AND
HOLD-DOWN

The Battery carrier and hold-down should be clean and

free from corrosion before installing the Battery. The

carrier should be in a sound mechanical condition so that

it will support the Battery securely and keep it level.

To prevent the Battery from shaking in its carrier,

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

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

the Battery case or cover will be placed under a severe

strain.

BATTERY SAFETY PRECAUTIONS

When Batteries are being charged, an explosive gas

mixture forms in each cell. Part of this gas escapes

through the holes in the vent plugs and may form an

explosive atmosphere around the Battery itself if ventila-

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

the Battery for several hours after it has been charged.

Sparks or flames can ignite this gas causing an internal

explosion which may shatter the Battery.

The following precautions should be observed to pre-

vent an explosion:

1.
Do not smoke near Batteries being charged or which

have been very recently charged.

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

teries because a spark usually occurs at the point

where a live circuit is broken. Care must always be

taken when connecting or disconnecting booster leads

or cable clamps on fast chargers. Poor connections

are a common cause of electrical arcs which cause

BATTERY CHARGING PROCEDURES

There are three methods of recharging Batteries.

They differ basically in the length of time the Battery is

charged and the rate at which charging current is sup-

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

Fast Charge method, and the third is the Emergency

Boost Charge method.

Before recharging a Battery by any method, the elec-

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

The Slow Charge method supplies the Battery with a

relatively low current flow for a relatively long period of

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

to a full state of charge.

The Slow Charge method consists of charging at

approximately a 4 ampere rate for 24 hours or more if

necessary to bring the Battery to full charge. A fully

charged condition is reached when the cells are gassing

freely and three corrected specific gravity readings

taken at hourly intervals show no increase.

FAST CHARGING

The Fast Charge method supplies current to the Bat-

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

time. If the electrolyte temperature reaches 125°F before

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

taken off charge temporarily, or the charging rate

reduced to avoid damage to the Battery.

Although a Battery cannot be brought to a fully charged

condition during Fast Charge, it can be substantially

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

a fully charged condition, the charging cycle must be

finished by the Slow Charge method.

EMERGENCY BOOST CHARGING

In cases where the Battery is not sufficiently charged

to crank the engine, an emergency boost charge may be

applied as a temporary expedient in order to crank the

engine. The Emergency Boost Charge method consists of

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

half hour.

It should be particularly noted that the Emergency

Boost Charge will not necessarily restore the Battery to

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

emergency boost charge, failure to charge the Battery

further, either by a long uninterrupted driving period or

by the Fast Charge or Slow Charge method, may result

in failure to crank the engine the next time cranking is

attempted. A Battery should never be condemned on the

basis of failure to crank the engine after an emergency

boost charge. Although an emergency boost charge may

put enough energy into the Battery to crank the engine

once, further charging usually is necessary in order to

create a sufficient reserve to crank a second and third

time.

12
VOLT BATTERY SUGGESTED

CHARGING RATES

(100 Amp/hr or Less Capacity)

TYPE OF

CHARGE

Boost Charge for

Light Load Test

Slow Charge

Fast Charge

Quick Boost .

Dry Charge

Warm-up Boost
LENGTH

OF TIME

20 Minutes

24 Hours

1-1/2 Hours

30 Minutes

10 Minutes
CHARGING

RATE

50 Amps

4 Amps

40-50 Amps

40-50 Amps

15 Amps

CHEVROLET CHASSIS SERVICE MANUAL

ENGINE-ELECTRICAL 6Y-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-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-24

Fig.
13I-V-8 Distributor (Typical)-Exploded View

1.

2.

2a.

3.

4.
Condenser

Contact Point Assembly

Cam Lubricator

Retaining Ring

Breaker Plate
5.

5a.

6.

7.
Felt Washer

Plastic Seal

Vacuum Advance

Unit

Housing
8.^
Shim
Washer

9. Drive Gear Pin

10.
Drive Gear

11.
Cap

12.
Rotor
13.
Weight Springs

14.
Mainshaft

15.
Advance Weights

16.
Cam Weight

Base Assembly

When mounting distributors for tests, first secure the

gear in the test drive mechanism, then push the distribu-

tor housing downward toward the gear to take up any end

play between the gear and the housing.

NOTE:
When testing distributors that have

their lower shaft support bushing located in the

engine block (6 cylinder engines), a special

adapter should be used to insure the shaft will

run true in its housing.

Test the distributor for variation of spark, correct

centrifugal and vacuum advance and condition of contacts.

This test will give valuable information on distributor

condition and indicate parts replacement which may be

necessary. Check the area on the breaker plate just

beneath the contact points. A smudgy line indicates that

oil or crankcase vapors have been present between the

points.

Four and Six Cylinder Engines

Refer to Figure 12i.

1.
Remove the rotor.
2.

3.
Remove the vacuum control assembly retaining

screws, detach the unit from the distributor housing.

Disconnect the primary and condenser leads from the

contact point quick disconnect terminal, remove the

contact point set attaching screw, condenser attach-

ing screw. Remove the point set and condenser from

the breaker plate.

Remove the breaker plate attaching screws, remove

the breaker plate from the distributor housing (fig.

NOTE:
Do not disassemble breaker plate any

further.

5. Remove the roll pin retaining the driven gear to the

mainshaft, slide the gear from the shaft.

6. Slide the cam and mainshaft from the distributor

housing.

7. Remove the weight cover, and stop plate screws, re-

move the cover, weight springs, weights and slide

cam assembly from the mainshaft.

V-8 Engines

Refer to Figure 13i.

CHEVROLET CHASStS SERVICE MANUAL

ENGINE-ELECTRICAL 6Y-27

timing mark on pulley lines up with timing tab.

2.
Position distributor to opening in block in normal

installed attitude (fig. 15i), noting position of vacuum

control unit.

3.
Position rotor to point toward front of engine (with

distributor housing held in installed attitude), then

turn rotor counter-clockwise approximately 1/8 turn

more toward left cylinder bank and push distributor

down to engine camshaft. It may be necessary to ro-

tate rotor slightly until camshaft engagement is felt.

4.
While pressing firmly down on distributor housing,

kick starter over a few times to make sure oil pump

shaft is engaged. Install hold-down clamp and bolt

and snug up bolt.

5. Turn distributor body slightly until points just open

and tighten distributor clamp bolt.

6. Place distributor cap in position and check to see

that rotor lines up with terminal for No. 1 spark

plug.

7. Install cap, check all high tension wire connections

and connect spark plug wires if they have been re-

moved. It is important that the wires be installed in

their location in the supports.

NOTE:
The brackets are numbered to show the

correct installation. Wires must be installed as

indicated to prevent cross firing.

8. Connect vacuum line to distributor and distributor

primary wire to coil terminal.

9. Start engine and set timing as described under Turn-

Up in Section 6.

BREAKERLESS (MAGNETIC PULSE)

DISTRIBUTOR

REMOVAL (CORVETTE)

1.
If vehicle is equipped with radio, remove three bolts

securing ignition shield over distributor and coil.

One bolt is accessible from the top of shield, the

other two are at rear of shield, facing firewall.

2.
Disconnect tachometer drive cables from distributor

housing.

3.
Disconnect pickup coil leads at connector.

4.
Remove distributor cap.

5. Crank engine so rotor is in position to fire No. 1

cylinder and timing mark on harmonic balancer is

indexed with pointer.

6. Remove vacuum line from distributor.

7. Remove distributor clamping screw and hold-down

clamp.

8. Remove distributor and distributor-to-block gasket.

It will be noted that the rotor will rotate as the

distributor is pulled out of the block. Mark the re-

lationship of the rotor and the distributor housing

after removal so that the rotor can be set in the

same position when the distributor is being installed.

DISASSEMBLY (Fig. 16i)

NOTE:
If a distributor is being disassembled

for replacement of the stationary magnetic

pickup assembly only, it will be necessary to

perform only Steps 3, 4, 5, 7, 8, 9, and 12 of the

service procedure listed below.
1.
Remove screws securing rotor and remove rotor.

2.
Remove centrifugal weight springs and weights.

3.
Remove the tachometer drive gear from the distribu-

tor (Corvette only).

4.
Remove roll pin, then remove distributor drive gear

and washer.

CAUTION: To prevent

magnet, support drive gear
;e to the permanent

?n
driving out roll

pin.

5. Remove drive shaft assembly.

6. Remove centrifugal weight support and timer core

from drive shaft.

7. Remove connector from pickup coil leads.

8. Remove retaining ring which secures magnetic

core support plate to distributor shaft bushing in

housing.

9. As a unit, remove the entire magnetic pickup assem-

bly from the distributor housing.

10.
Remove brass washer and felt pad.

11.
Remove vacuum advance unit.

12.
To reassemble distributor, perform the above steps

in reverse order.

INSTALLATION (CORVETTE)

1.
Check to see that the engine is at firing position for

No.
1 cylinder (timing mark on harmonic balancer

indexed with pointer).

2.
Position a new distributor-to-block gasket on the

block.

3.
Before installing distributor, index rotor with hous-

ing as noted when distributor was removed. Install

distributor in block so that vacuum diaphragm faces

approximately 45° forward on the right side of the

engine and the rotor points toward contact in cap for

No.
1 cylinder.

4.
Replace distributor clamp leaving screw loose

enough to allow distributor to be turned for timing

adjustment.

5. Install spark plug wires in distributor cap. Place

wire for No. 1 cylinder in tower (marked on old cap

during disassembly) then install remaining wires

clockwise around the cap according to the firing

order (1-8-4-3-6-5-7-2).

6. Attach distributor to coil primary wires.

7. Replace distributor cap.

8. Adjust timing and then fully tighten distributor clamp

screw.

9. Attach vacuum line to distributor.

10.
Connect tachometer drive cables to distributor body.

11.
Replace ignition shields.

DISTRIBUTOR OFF-ENGINE TEST

The distributor's centrifugal and vacuum advance can

be checked in a distributor testing machine or synchro-

scope specially adapted or designed to accommodate this

type distributor. However, since this involves removing

the distributor from the engine, this test may be post-

poned until other system checks have been made. A dwell

reading cannot be obtained on this distributor and it is not

likely that the centrifugal or vacuum advance will be a

cause of trouble.

COIL REPLACEMENT

1.
Disconnect ignition switch and distributor leads from

CHEVROLET CHASSIS SERVICE MANUAL

ENGINE-ELECTRICAL 6Y-28

terminals on eoil. On Corvettes equipped with radio,

remove bolts securing ignition shield over distribu-

tor and coil.

2.
Pull high tension wire from center terminal of coil.

3.
Remove the two coil support mounting bolts or loosen

friction clamp screw and remove coil.

4.
Place new coil in position and install attaching bolts

or tighten clamp screw.

5.
Place high tension lead securely in center terminal

of coil and connect ignition switch and distributor

primary leads to terminals on coil. Replace ignition

shield on Corvettes.

6. Start engine and test coil operation.

IGNITION PULSE AMPLIFIER

DISASSEMBLY

To check the amplifier for defective components, pro-

ceed as follows:

1.
Remove the bottom plate from the amplifier.

2.
To aid in reassembly, note the locations of the lead

connections to the panel board.

3.
Remove the three panel board attaching screws, and

lift the assembly from the housing.

4.
To aid in reassembly, note any identifying markings

on the two transistors and their respective locations

on the panel board and heat sink assembly.

5.
Note the insulators between the transistors.and the

heat sink, and the insulators separating the heat sink

from the panel board.

6. Remove the transistor attaching screws, and sepa-

rate the two transistors and heat sink from the panel

board.

7.
Carefully examine the panel board for evidence of

damage.

MOUNTING

SCREW

RESISTOR R5 jgSfe. / DIODE Dl

TRANSISTOR TR2

(UNDERNEATH)

1H L >©V

[So

To
I
/'%**jt\
\
TRANSISTC>R"""

1 X ^^w^ X \ (UNDERNEATH)

9^ESISTORR^^^H|^^^^^H

^B
RESISTOR
R4
^HPH^^H

WM'
RESISTOR
R3
I^B^^^^I^U

N .6 ®

mm

N%|/MOUNTING

• tr^i^w ^\ vjR SCREW

CAPACITOR
Cl\
pNkj^^A^
\
RESISTOR
Rl

MOUNTING ^55S^^ \ CAPACITOR C3

SCREW I RESISTOR R6 CAPACITOR C2

TRANSISTOR TR3
COMPONENT CHECKS (Figs. \7\ and 18i)

With the two transistors separated from the assembly,

an ohmmeter may be used to check the transistors and

components on the panel board for defects. An ohmmeter

having a 1-1/2 volt cell, which is the type usually found

in service stations, is recommended. The low range

scale on the ohmmeter should be used except where

specified otherwise.

A 25 watt soldering gun is recommended, and a 60% tin

40%
lead solder should be used when re-soldering. Avoid

excessive heat which may damage the panel board. Chip

away any epoxy involved, and apply new epoxy which is

commercially available.

In order to check the panel board assembly, it is

necessary to unsolder at the locations indicated in Fig-

ure 18i the two capacitors C2 and C3. In all of the fol-

lowing checks, connect the ohmmeter as shown and then

reverse the ohmmeter leads to obtain two readings. The

amplifier circuitry is shown in Figure 19i.

1.
Transistors TR1 and TR2: Check each transistor by

referring to Figure 20i. If both readings in Step 1

are zero, the transistor is shorted. If both readings

in Step 2 are zero, the transistor is shorted; and if

both readings are infinite, the transistor is open.

Interpret Step 3 the same as Step 2.

2.
Trigger Transistor TR3:
11
both readings in Step 1

are zero, the transistor is shorted. If both readings

in Step 2 are zero, the transistor is shorted; and if

both readings are infinite, the transistor is open.

Interpret Step 3 the same as Step 2.

3.
Diode Dl: 11 both readings are zero, the diode is

shorted; and if both readings are infinite, the diode

is open.

4.
Capacitor Cl: If both readings are zero, the capaci-

tor is shorted.

5.
Capacitors C2 and C3: Connect the ohmmeter across

CHECKING

RESISTOR Rl

UNSOLDER
I
CHECKING TRIGGER

TRANSISTOR TR3
CHECKING

CAPACITOR C

Fig.
171—Pulse Amplifier Panel Board
Fig.
18i—Pulse
Amplifier
Component
Checks

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 7-14

SPEED HEAVY DUTY TRANSMISSION

(WARNER MODEL T 16)

INDEX

General Description ......

Maintenance and Adjustments

Shift Linkage Adjustment

Side Cover ........

Removal .........

Disassembly
7-14

7-14

7-14

7-14

7-14

7-14
Assembly 7-14

Installation • 7-15

Other Maintenance
&
Adjustment

Operations See 3-Speed Saginaw Section

Transmission Replacement . . . See 3-Speed Saginaw Section

GENERAL DESCRIPTION

The Borg-Warner heavy duty three speed fully syn-

chronized (all forward gears) transmission incorporates

helical gears throughout specially designed to provide

high torque capacity, and gear teeth proportion to operate

at high speeds with neither excessive heat generation nor

excessive frictional losses. Shafts, bearings, high ca-

pacity clutches and other precision parts are held to

close limits providing proper clearances necessary for

durability during extended heavy usage.

The main drive gear is supported by a heavy duty 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 heavy duty ball bearing mounted in the

front of the extension housing.

The countergear is carried on a double row of rollers

at both ends while thrust is taken on thrust washers lo-

cated between the ends of the gear and the thrust bosses

in the case. An anti-rattle plate assembly at the front
of the countergear provides a constant spring tension be-

tween the counter and clutch gears to reduce torsional

vibrations. The reverse idler gear is carried on 25

roller bearings while thrust is taken on thrust washers

located between the ends of the gear and the thrust bosses

of the case.

Gear shifting is manual through shift control rods from

the shifter tube in the mast jacket to the rearward shift

lever of the side cover assembly for first and reverse

gear; and through a cross shaft assembly attached to the

forward side cover lever for second and third gear. All

three forward gears are fully synchronized. The syn-

chronizer 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, however, it is a helical gear to insure

quiet operation.

MAINTENANCE AND ADJUSTMENTS

Refer to similar procedures under the 3-speed Saginaw

Transmission Section for—Column Mounted Shift Linkage

Adjustment, Speedometer Driven Gear and Oil Seal Re-

placement, Extension Oil Seal Replacement and Trans-

mission Replacement. ~~

Camaro and Corvette Floor Shift Linkage Adjustment

(Fig.
lc)

1.
Set Lever (L), (K) in neutral position.

2.
Move Lever Assembly (A) and Levers (C), (D) to

neutral position and insert Locating Gauge (B) into

control Lever Bracket Assembly.

3.,
Install Rod (H) with Retainer (M) on Lever (L).

4.
With two Jam Nuts (G), (E) and Swivel (F) loose on

Rod (H) insert and attach Swivel with Retainer (N)

to Lever (D).

5.
Repeat steps 3 and 4 for Rod (J) and Levers (C
&
K).

6. Remove' Locating Gauge and check shift to insure

proper operation.

SIDE COVER ASSEMBLY

Removal

1.
Drain transmission and disconnect control rod and

cross shaft from side cover levers. *

2.
Remove nine cap screws securing the transmission

side cover assembly to transmission, case and re-

move cover assembly, shifting forks, and gasket.
Disassembly (Fig. 2C) '

1.
Remove shifting forks from shift lever assemblies.

2.
Remove nut and lock washer from each shift lever

shaft.

3.
Remove outer shift levers and lightly tap shift lever

shafts from assembly.

4.
Remove two steel balls, poppet spring, interlock pin

and interlock sleeve from cover.

5.
Remove "O" ring seals from shift lever shafts.

Assembly (Fig. 2C)

1.
Install new "O" ring seals to shift lever shafts.

2.
Install low and reverse shifter shaft and plate as-

sembly to cover.

3.
Place shifter shaft and plate assembly in neutral po-

sition, middle detent, and install interlock sleeve,

ball, poppet spring and interlock pin.

4.
Install remaining poppet ball and then install second

and third shifter shaft and plate assembly.

NOTE: Installation is easiest if shifter shaft

and plate assembly passes over ball in its neu-

tral position.

5.
Check clearance between end of interlock sleeve and

shifter shaft and plate cams when one plate is in

neutral and the other is shifted into gear position.

CHEVROLET CHASSIS SERVICE MANUAL