1967 CHEVROLET CAMARO fuel filter

LUBRICATION 0-13

LUBRICATION

INDEX

Page

Engine Crankcase Oil . 0-13

Crankcase Capacities. . 0-13

Lubrication . ,
•
o-13

SAE Viscosity Oils 0-13

Types of Oils 0-14

Maintaining Oil Level 0-14

Oil and Filter Change Intervals 0-14

Oil.
. . ...:.. 0-14

Filter o-14

Crankcase Dilution . 0-14

Automatic Control Devices to Minimize

Crankcase Dilution 0-14

Crankcase Breather Cap 0-14

Crankcase Ventilation System 0-15

Valve Type 0-15

Fuel Filter 0-15

Air Cleaner . 0-15

Polyurethane Type 0-15

Oil Wetted Paper Element Type 0-15

Battery Terminal Washers 0-15
Page

Distributor 0-15

Rear Axle and 3-Speed and Overdrive

4-Speed Transmission 0-15

Recommended Lubricants 0-15

Multi-Purpose Gear Lubricants 0-15

Lubricant Additions 0-15

Lubricant Changes 0-15

Powerglide Transmission 0-15

Turbo Hydra-Matic 0-16

Front Wheel Bearings 0-16

Manual Steering Gear . . . . 0-16

Power Steering 0-16

Air Conditioning 0-16

Brake Master Cylinder. 0-16

Parking Brake 0-16

Clutch Cross-Shaft , 0-16

Chassis Lubrication 0-16

Lubrication Diagrams . . 0-19

Body Lubrication (Chevrolet, Chevelle, Chevy n, Camaro). 0-20

Body Lubrication Points (Corvette) . 0-21

The selection of the proper lubricant and its correct

application at regular intervals does much to increase the

life and operation of all moving parts of the vehicle.

Consequently, it is important that the correct grade of

oil or grease, as noted in the following pages, be used.

ENGINE CRANKCASE OIL

Crankcase Capacity

4 Cylinder 4 qt.

6 Cylinder 4 qt.

8 Cylinder (283) 4 qt.

8 Cylinder (327) 4 qt.

8 Cylinder (350) 4 qt.

8 Cylinder (396) 4 qt.

8 Cylinder (427) Chevrolet 4 qt.

8 Cylinder (427) Corvette 5 qt.

For 4 Cyl. Add .5 qt. with filter change;

1 qt. for 6 and 8 Cyl. engines.

Lubrication

Crankcase oil should be selected to give the best per-

formance under the climatic and driving conditions in the

territory in which the vehicle is driven.

During warm or hot weather, an oil which will provide

adequate lubrication under high operating temperatures

is required.

During the colder months of the year* an oil which will

permit easy starting at the lowest atmospheric tempera-

ture likely to be encountered, should be used.

When the crankcase is drained and refilled, the crank-

case oil should be selected, not on the basis of the exist-

ing temperature at the time of the change, but on the

lowest temperature anticipated for the period during

which the oil is to be used.

Unless the crankcase oil is selected on the basis of

viscosity or fluidity of the anticipated temperature, dif-

ficulty in starting will be experienced at each sudden

drop in temperature.
SAE Viscosity Oils

SAE Viscosity Numbers indicate only the viscosity or

body of the oil, that is, whether an oil is a light or a

heavy body oil, and do not consider or include other

properties or quality factors.

The lower SAE Viscosity Numbers, such as SAE 5W

and SAE 10W which represent the light body oils, are

recommended for use during cold weather to provide

easy starting and instant lubrication. The higher SAE

Viscosity Numbers such as SAE 20 and SAE 20W, which

represents heavier body oils, are recommended for use

during warm or hot weather to provide improved oil

economy and adequate lubrication under high operating

temperatures.

Oils are available which are designed to combine the

easy starting characteristics of the lower SAE Viscosity

Number with the warm weather operating characteristics

of the higher SAE Viscosity Number. These are termed

"multi-viscosity oils," SAE 5-10W, SAE 5W-20, SAE

10W-20W, and SAE 10W-30.

The following chart will serve as a guide for the

selection of the correct SAE Viscosity Number for use

under different atmospheric temperature ranges, and

suggests the appropriate SAE Viscosity Numbers when

multi-viscosity oils are used.

Lowest Anticipated

Temperature

During Time

Oil Will Be

in Crankcase

32°F.

0°F.

Below 0°F.
Recommended

SAE Viscosity

Oils

SAE 20 or 20W

SAE 10W

SAE 5W
Recommended

SAE

Multi-

Viscosity

Oils

SAE 10W-30 .

SAE 10W-30

SAE 5W-20

SAE 30 or 10W-30 is recommended when most of the

driving is at high speeds and/or at temperatures above

90
°F.

CHEVROLET CHASSIS SERVICE MANUAL

LUBRICATION 0-14

SAE 5W-30 oils may be used during periods when

temperatures of 32° and below are to be expected.

Types of Oils

In service, crankcase oils may form sludge and varnish

and under some conditions, corrosive acids unless pro-

tected against oxidation.

To minimize the formation of these harmful products

and to assure the use of oil best suited for present day

operating conditions, automobile manufacturers have de-

veloped a series of sequence tests designed to evaluate

the ability of any oil to properly lubricate automobile

engines.

It is recommended that only those oils which are

certified by their suppliers as meeting or exceeding the

maximum severity requirements of these sequence tests

(or GM Standard 4745-M) be used in Chevrolet engines.

Certified sequence tested oils will be described as such

on their containers.

Maintaining Oil Level

The oil gauge rod is marked "Full" and "Add Oil."

These notations have broad arrows pointing to the level

lines.
The oil level should be maintained between the

two lines, neither going above the "Full" line nor under

the "Add Oil" line. DO NOT OVERFILL. After operating

vehicle allow a few minutes for oil to return to crankcase

before checking oil level.

Check the oil level frequently and add oil when

necessary.

Oil and Filter Change Intervals

NOTE:
Under prolonged dusty driving condi-

tions,
it is recommended that these operations

be performed more often.

OIL

To insure continuation of best performance, low main-

tenance cost and long engine life, it is necessary to

change the crankcase oil whenever it becomes contami-

nated with harmful foreign materials. Under normal

driving conditions draining the crankcase and refilling

with fresh oil every 60 days or every 6000 miles which-

ever occurs first, is recommended.

It is always advisable to drain the crankcase only after

the engine has become thoroughly warmed up or reached

normal operating temperature. The benefit of draining is,

to a large extent, lost if the crankcase is drained when

the engine is cold, as some of the suspended foreign

material will cling to the sides of the oil pan and will not

drain out readily with the cold, slower moving oil.

OIL FILTER

Change engine oil filter every 6000 miles or every 6

months, whichever occurs first.

NOTE:
For Vehicles in heavy duty operation

involving continuous start-stop or prolonged idl-

ing, engine oil should be changed after 2500-

3000 miles of operation. The filter should be

changed after 5000-6000 miles of operation.
Crankcase Dilution

Probably the most serious phase of engine oil deterio-

ration is that of crankcase dilution which is the thinning

of the oil by fuel vapor leaking by pistons and rings and

mixing with the oil and by condensation of water on the

cylinder walls and crankcase.

Leakage of fuel, or fuel vapors, into the oil pan occurs

mostly during the "warming up" period when the fuel is

not thoroughly vaporized and burned. Water vapor enters

the crankcase through normal engine ventilation and

through exhaust gas blow-by. When the engine is not

completely warmed up, these vapors condense, combine

with the condensed fuel and exhaust gases and form acid

compounds in the crankcase.

As long as the gases and internal walls of the crank-

case are hot enough to keep water vapor from con-

densing, no harm will result. However, when the engine

is run in low temperatures moisture will collect and

unite with the gases formed by combustion resulting in

an acid formation. The acid thus formed is likely to

cause serious etching or pitting which will manifest itself

in excessively rapid wear on piston pins, camshaft

bearings and other moving parts of the engine, oftentimes

causing the owner to blame the car manufacturer or the

lubricating oil when in reality the trouble may be traced

back to the character of fuel used, or a condition of the

engine such as excessive blowby or improper carburetor

adjustment.

Automatic Control Devices to Minimize

Crankcase Dilution

All engines are equipped with automatic devices which

aid greatly in minimizing the danger of crankcase

dUution.

The thermostat, mounted in the cylinder head water

outlet, restricts the flow of water to the radiator until a

predetermined temperature is reached, thus minimizing

the length of time required to reach efficient operating

temperature, reducing the time that engine temperatures

are conducive to vapor condensation.

A water by-pass is included in the cooling system,

utilizing a hole in the front of, the cylinder block. This

allows a limited circulation of coolant, bypassing the

thermostat until thermostat opening temperatures are

reached. This system provides a uniform coolant tem-

perature throughout the engine, eliminating localized

hot-spots, improving exhaust valve life, provides fast

warmrup of lubricating oil and fast temperature rise in

the coolant which provides fast heater operation in cold

weather.

A thermostatic heat control on the exhaust manifold

during the warming up period, automatically directs the

hot exhaust gases against the center of the intake mani-

fold, greatly aids in proper vaporization of the fuel.

An automatic choke reduces the danger of raw or

unvaporized fuel entering the combustion chamber and

leaking into the oil reservoir.

An.
efficient crankcase ventilating system drives off

fuel vapors and aids in the evaporation of the raw fuel

and water which may find its way into the oil pan.

CRANKCASE BREATHER CAP

Clean and re-oil at every oil change..

CHEVROLET CHASSIS SERVICE MANUAL

LUBRICATION 0-15

CRANKCASE VENTILATION VALVE

VALVE TYPE

NOTE: Under prolonged dusty driving condi-

tions,
it is recommended that these operations

be performed more often. Every 12,000 miles

or 12 months the valve should be replaced.

Connecting hoses, fittings, flame arrestor and

crankcase breather cap (where used) should be

cleaned. At every oil change the system should

be tested for proper function and serviced, if

necessary.

FUEL FILTER

Replace filter element located in carburetor inlet if

flooding occurs, if engine surges during constant speed

operation (pulsating effect) or if poor performance is

experienced during acceleration or at higher speeds.

AIR CLEANER

NOTE: Under prolonged dusty driving condi-

tions,
it is recommended that these operations

be performed more often.

POLYURETHANE TYPE-

Every 12,000 miles clean element in solvent, squeeze

out solvent, then soak in engine oil and squeeze out

excess.

OIL WETTED PAPER ELEMENT TYPE-

First 12,000 miles inspect or test element; if satis-

factory, re-use element but recheck every 6,000 miles

until replaced. Element must not be washed, oiled,

tapped or cleaned with an air hose.

BATTERY TERMINAL WASHERS

Battery terminals have felt washers between top of

case and cable connections to minimize corrosive action

of battery acid. These felt washers should be saturated

with engine oil every 6,000 miles.

DISTRIBUTOR

4 and 6-Cylinder Engine—Remove distributor cap and

rotate lubricator 1/2 turn at 12,000 mile intervals. Re-

place at 24,000 mile intervals.

8-Cylinder Engine—Change cam lubricator end for end

at 12,000 mile intervals. Replace at 24,000 mile

intervals.

REAR AXLE AND 3-SPEED AND

OVERDRIVE, 4-SPEED TRANSMISSIONS

The passenger car operates under the most severe

lubrication conditions at high speed and requires a hypoid

lubricant which will meet this condition.

Recommended Lubricants

Standard Rear Axles—SAE 90 "Multi-Purpose" gear

lubricant.

Positraction Rear Axles—Use special Positraction

lubricant.
CAUTION: Straight Mineral Oil gear lubricants

must not be used in hypoid rear axles.

Transmissions—SAE 90 "Multi-Purpose" gear

lubricant.

The SAE 90 viscosity grade is recommended for year

round use. However, when extremely low temperatures

are encountered for protracted periods during the winter

months, the SAE 80 viscosity grade may be used.

"Multi-Purpose" Gear Lubricants

Gear lubricants that will satisfactorily lubricate hypoid

rear axles have been developed and are commonly re-

ferred to as ' 'Multi-Purpose" gear lubricants meeting

U.S.
Army Ord. Spec. MIL-L-2105B.

These lubricants can also be satisfactorily used in

manual transmissions.

CAUTION: With Positraction rear axles use

special Positraction lubricant.

"Multi-Purpose" gear lubricants must be manufac-

tured under carefully controlled conditions and the

lubricant manufacturer must be responsible for the

satisfactory performance of his product. His reputation

is the best indication of quality.

Lubricant Additions

The lubricant level in the axle and transmission hous-

ings should be checked periodically. (Every 6,000 miles.)

It is recommended that any additions required to bring

up the lubricant level be made using the same type lubri-

cant already in the housing.

When checking lubricant level in transmission or rear

axle the unit being cheeked should be at operating

temperature. With unit at operating temperature the

lubricant should be level with bottom of the filler plug

hole.
If the lubricant level is checked with the unit cold

the lubricant level should be 1/2 inch below the filler

plug hole.

Lubricant Changes

The rear axle lubricant does not require changing for

the life of the vehicle. If additions are needed, or when

refilling the axle after service procedures, use lubricants

described above.

POWERGLIDE TRANSMISSION

NOTE: Every 12,000 miles, it is recommended

that the Powerglide low band be adjusted as

specified in Section 7 of this manual.

Every 6,000 miles--Check fluid level on dipstick with

engine idling, selector lever in neutral position, parking

brake set and transmission at operating temperature. If

fluid level is below full mark on dip stick, adding a small

amount of Automatic Transmission Fluid, General Motors

Automatic Transmission Fluid (Part Numbers 1050568-

69,
70) is recommended. If this fluid is not obtainable,

use Automatic Transmission Fluid Type 'A' bearing the

mark AQ-ATF followed by a number and the suffix letter

'A'.
Recheck fluid level on dip stick and again add a

small amount of fluid if needed to bring level to full

mark. DO NOT OVERFILL.

CHEVROLET CHASSIS SERVICE MANUAL

HEATER AND AIR CONDITIONING 1A-30

Leak Detector

Tool J-6084 (fig. 43) is a propane gas-burning torch

which is used to locate a leak in any part of the system.

Refrigerant gas drawn into the sampling tube attached to

the torch will cause the torch flame to change color in

proportion to the size of the leak. Propane gas fuel

cylinders used with the torch are readily available

commercially throughout the country.

CAUTION: Do not use lighted detector in any

place where combustible or explosive gases,

dusts or vapors may be present;

Operating Detector

1.
Open control valve only until a low hiss of gas is

heard, then light gas at opening in chimney.

2.
Adjust flame until desired volume is obtained. This

is most satisfactory when blue flame is approxi-

mately 3/8" above reactor plate. The reaction plate

will quickly heat to a cherry red.

3.
Explore for leaks by moving the end of the sampling

hose around possible leak points in the system. Do

not pinch or kink hose.

NOTE: Since R-12 is heavier than air, it is

good practice to place open end of sampling tube

immediately below point being tested, partic-

ularly in cases of small leaks.

CAUTION: Do not breathe the fumes that are

produced by the burning of R-12 gas in the de-

tector flame, since such fumes can be toxic in

large concentrations of R?»12.

4.
Watch for color changes. The color of the flame

which passes through the reaction plate will change

to yellow when sampling hose draws in very small

CHIMNEY

REACTION PLATE

BURNER HEAD

Fig.
43—Leak Detector
leaks of R-12. Large leaks will be indicated by a

change in color to a vivid purplish-blue. When the

sampling hose passes the leak, the flame will clear

to an almost colorless pale-blue again. If the flame

remains yellow when unit is removed from leak,

insufficient air is being drawn in or the reaction

plate is dirty.

NOTE: A refrigerant leak in the high pressure

side of the system may be more easily detected

when, if possible, the system is in operation. A

leak on the low pressure side may be most

easily detected after the engine has been shut

off for several minutes to allow system pres-

sures to equalize. This particularly applies to

the front seal.

VACUUM PUMP

A vacuum pump should be used for evacuating air and

moisture from the air conditioning system.

Vacuum pump, Tool J-5428, (fig.. 44) is available for

this purpose. It is used as a component part of the

Charging Station J-8393, described previously. The fol-

lowing precautions should be observed relative to tbe

operation and maintenance of this pump.

' • Make sure dust cap on discharge outlet of vacuum

pump is removed before operating.

• Keep all openings capped when not in use to avoid

moisture being drawn into the system.

• Oil should be changed after every 250 hours of nor-

mal operation.

To change oil, simply unscrew hex nut located on

back side of pump, tilt backward and drain out oil

(fig. 44). Recharge with 8 ounces of vacuum pump

oil.
If you desire to flush out the pump, use this

same type clean oil. Do not use solvent.

NOTE: Improper lubrication will shorten the

life of pump.

• If this pump is subjected to extreme or prolonged

cold, allow it to remain indoors until oil has reached

approximate room temperature. Failure to warm oil

will result in a blown fuse.

• A five ampere time delay cartridge fuse has been

installed in the common line to protect the windings

of the compressor. The fuse will blow if an ex-

cessive load is placed on the pump. In the event the

fuse is blown, replace with a five ampere time delay

fuse - do not use a substitute fuse as it will result in

damage to the starting windings.

• If the pump is being utilized to evacuate a burnt-out

system, a filter must be connected to the intake

fitting to prevent any sludge from contaminating the

working parts, which will result in malfunction of the

pump.

• Do not use the vacuum pump as an air compressor.

AVAILABILITY OF REFRIGERANT-12

Refrigerant-12 is available through Parts Stock in 25

lb.
drums and in 15 oz. disposable cans. Valves are

available for
the"
disposable cans, which may be used as

individual cans or as a group of up to four cans (fig. 45).

Tool J-6272 is used with one through four cans. The

use of the four-can fixture makes it possible to charge

the system with a known quantity of refrigerant without

CHEVROLET CHASSIS SERVICE MANUAL

SECTION 6

ENGINE

CONTENTS
OF
THIS SECTION

Page

Engine Tune Up
6-1
Torque Sequence

Engine Mechanical
(In
Line)
6-12
Special Tools
. .

Engine Mechanical (V8)
6-24
Page

6-39

6-40

ENGINE TUNE UP

INDEX

Page

General Description
. 6-1

Mechanical Checks and Adjustments
6-1

Spark Plug Removal
6-1

Test Compression
6-1

Service and Install Spark Plugs
6-2

Service Ignition System
6-3

Service Battery
and
Battery Cables
6-5

Service Delcotron
and
Regulator
6-5

Service
Fan
Belt
6-5

Service Manifold Heat Valve
6-5

Tighten Manifold
6-5

Service Fuel Lines
and
Fuel Filter ..........
6-6

Service Cooling System
6-6

Check and Adjust Accelerator Linkage
6-6

Service Crankcase Ventilation
6-6

Service
Air
Injection Reactor System
6-6

Choke Adjustment
6-7
Page

Instrument Cheek-Out
6-7

Instrument Hook-Up.
. 6*7

Check and Adjust Dwell
6-7

Check Dwell Variation
6-7

Check and Adjust Timing
6-8

Adjust Idle Speed
and
Mixture
6-8

Additional Checks and Adjustments
. 6-8

Testing Crankcase Ventilation Valve
. 6-8

Testing Cranking Voltage
6-8

Cylinder Balance Test
. 6-8

Battery
6-8

Ignition
; 6-8

Carburetor
6-11

Fuel Pump
6-11

Cooling System
. 6-11

Cylinder Head Torque and Valve Adjustment
..... 6-11

GENERAL DESCRIPTION

The engine tune up
is
important
to the
modern automo-

tive engine with
its
vastly improved power and perform-

ance.
The
higher compression ratios, improved electri-

cal systems
and
other advances
in
design, make today1 s

engines more sensitive
and
have
a
decided effect
on

power, performance and fuel consumption.

It
is
seldom advisable
to
attempt
a
tune up
by
correc-

tion
of one or two
items only. Time will normally
be

saved
and
more lasting results assured
if the
technician

will follow
a
definite
and
thorough procedure
of
analysis

and correction
of all
items affecting power, performance

and economy.

The tune
up
will
be
performed
in
two parts.
The
first

part will consist
of
visual and mechanical checks and
ad-

justments;
the
second part will consist
of
an instrument

checkout that
can be
performed with
any one of the
units
of service equipment available
for
this purpose. Always

follow
the
instructions provided
by the
manufacturer
of

the particular equipment
to be
used.

Additional checks
and
adjustments
are
included
in the

latter part
of
this section
for use as
required. Many
of

these operations
can be
used
to
isolate and correct trou-

ble located during
the
tune up. Where conditions
are
UB-

covered requiring major corrective action, refer
to the

appropriate section
of
this manual
or the
Passenger

Chassis Overhaul Manual
for
detailed service informa-

tion.

Typical illustrations
and
procedures
are
used except

where specific illustrations
or
procedures
are
necessary

to clarify
the
operation. Illustrations showing bench
op-

erations
are
used
for
clarification however
all
operations

can
be
performed
on the
vehicle.

MECHANICAL CHECKS
AND
ADJUSTMENTS

Spark Plug Removal

Remove any foreign matter from around spark plugs
by

blowing
out
with compressed
air,
then disconnect wires

and remove plugs.

Test Compression
(Fig. 1)

The compression check
is
important because
an
engine

with
low or
uneven compression cannot
be
tuned success-
fully.
It is
essential that improper compression
be cor-

rected before proceeding with
the
engine tune
up.

1.
Remove
air
cleaner
and
block throttle
and
choke
in

wide open position.

2.
Hook
up
starter remote control cable
and
insert

compression gauge firmly
in
spark plug port.

CAUTION: Whenever
the
engine
is
cranked

CHEVROLET
C*
IS SERVICE MANUAL

ENGINE 6-6

CHOKE VALVE

COMPLETELY

CLOSED

PULL UPWARD ON

ROD TO END OF

TRAVEL

BEND ROD

TO ADJUST
ROD IN BOTTOM

OF SLOT

BOTTOM OF

ROD SHOULD

EVENWITH

TOP OF

HOLE
CHOKE VALVE

CLOSED

BOTTOM OF

ROD SHOULD

BE EVEN WITH

TOP OF HOLE

TOP OF ROD

SHOULD BE EVEN

WITH BOTTOM

OF HOLE (CHOKE

CLOSED)

^..BEND ROD TO

ADJUST

_PULL DOWNWARD

ON ROD TO CON-

TACT STOP

L6 (TYPICAL)

V8 327-275 HP

V8 350-295 HP
BEND ROI

TO ADJUST

PULL UPWARD ON

ROD TO CONTACT

STOP ON BRACKET

ALL V8 (EXCEPT 327-275 HP

AND 350-295 HP)

Fig.
11 - Remote Choke Adjustment

sequence outlined on Torque Sequence Chart. A slight

leak at the intake manifold destroys engine performance

and economy.

Service Fuel Lines and Fuel Filter

1.
Inspect fuel lines for kinks, bends or leaks and cor-

rect any defects found, • • •

2.
Inspect filter and replace if plugged.

NOTE:
If a complaint of poor high speed per-

formance exists on the vehicle, fuel pump tests

described in Section 6M should be performed.

Service Cooling System

1.
Inspect cooling system for leaks, weak hoses, loose

hose clamps and correct coolant level, and service

as required.

NOTE:
A cooling system pressure test, as de-

scribed in "Additional Checks and Adjustments"

in this section, may be performed to detect

internal or external leaks within the cooling

system.

Check and Adjust Accelerator Linkage

1.
Disconnect accelerator rod at carburetor throttle

lever.

2.
Hold carburetor throttle lever in wide position.

3.
Pull accelerator rod to wide open position. (On ve-

hicles equipped with automatic transmission, pull

through detent).

4.
Adjust accelerator rod to freely enter hole in carbu-

retor throttle lever.'

NOTE:
Accelerator linkage is outlined in de-

tail in Section 6M.
5. Connect accelerator rod at throttle lever.

Service Crankcase Ventilation (Fig. 10}

All engines have either "Positive" or "Closed Positive"

ventilation systems utilizing manifold vacuum to draw

fumes and contaminating vapors into the combustion

chamber where they are burned. Since it affects every

part of the engine, crankcase ventilation is an important

function and should be understood and serviced properly.

In both "Positive" and "Closed Positive" ventilation,

air is drawn through the engine, (through a regulating

valve) into the manifold, drawing' crankcase vapors and

fumes with it to be burned. "Positive" ventilation uses a

vented-meshed cap for clean air intake to the engine,

while . "Closed Positive" ventilation system draws the

clean air from the carburetor air cleaner and has a

nonvented oil filler cap.

1.
Ventilation valve may be checked as outlined under

"Additional Checks and Adjustments".

2.
Inspect for deteriorated or plugged hoses.

3.
Inspect all hose connections.

4.
On closed positive ventilation systems, remove flame

arrestor and wash in solvent then dry with com-

pressed air.

Service Air Injection Reactor System

Inspect air injection reactor system for evidence of

leaks,
deteriorated hoses, cracked air manifolds or tubes

and loose hose clamps. Inspect air injection pump belt

condition and tension. Make all necessary repairs as

outlined in "Section 6T".

Because of the relationship between "Engine Tune Up"

and "Unburned Exhaust Gases", the condition of Engine

CHEVROLET CHASSIS SERVICE MANUAL

SECTION 6M

ENGINE FUEL

CONTENTS OF THIS SECTION

Page

Carburetors 6M-1 Fuel Pumps .

Air Cleaners 6M-7 Special Tools
Page

6M-10

6M-12

CARBURETORS

INDEX

Page

General Description 6M-1

Service Procedures 6M-1

Preliminary Checks 6M-1

Idle Speed and Mixture Adjustment ........... 6M-1

Fast Idle Adjustment .................. 6M-3

Choke Adjustment 6M-3

Float Adjustment 6M-4
Page

Additional Adjustments 6M-4

Removal 6M-4

Test Before Installation 6M-5

Installation 6M-5

Fuel Filter Maintenance 6M-5

Choke Coil Replacement 6M-5

Throttle Linkage Adjustment . . 6M-6

GENERAL DESCRIPTION

Various carburetors (fig. lc) are used with Chevrolet,

Chevelle, Chevy II, Camaro and Corvette passenger

vehicles. These carburetors are designed to meet the

particular requirements of engines, transmissions and

vehicles, therefore carburetors that look alike are not

always interchangeable. (Refer to carburetor part num-

ber and/or specifications.)

Because many service procedures for the various

carburetors are similar, typical illustrations and pro-

cedures are used except where specific illustrations or
procedures are necessary to clarify the operation.

This section covers removal, installation and adjust-

ments (on engine) of carburetors. Also covered in this

section are maintenance procedures for choke coils,

throttle linkage and fuel filters. For carburetor .over-

haul procedures and additional adjustments (bench), re-

fer to Section 6M of the Overhaul Manual under the

carburetor being serviced.

Specifications for carburetors are located in the back

of this manual.

SERVICE PROCEDURES

Preliminary Checks

1.
Thoroughly warm-up engine. If the engine is cold,

allow to run for at least 15 minutes.

2.
Inspect torque of carburetor to intake manifold bolts

and intake manifold to cylinder head bolts to exclude

the possibility of air leaks.

3.
Inspect manifold heat control valve (if used) for free-

dom of action and correct spring tension.

Idle Speed and Mixture Adjustment (Except Air Injection

Reactor System)

NOTE:
This adjustment should be performed

with engine at operating temperature and park-

ing brake applied.

1.
Remove Air Cleaner.

2.
Connect tachometer and vacuum gauge to engine, then

set hand brake and shift transmission into neutral.

3.
As a preliminary adjustment, turn idle mixture

screws lightly to seat and back out 1-1/2 turns.

CAUTION: Do not turn idle mixture screw

tightly against seat or damage may result.

4.
With engine running (choke wide open) adjust idle
speed screw to specified idle speed, (automatic

transmission in drive, synchronized transmission in

neutral).

5. Adjust idle mixture screw to obtain highest steady

vacuum at specified idle speed.

NOTE:
On air conditioned vehicles, turn air

conditioning to the "on" position and hold the

hot idle compensator valve closed while adjust-

ing idle speed and idle mixture screws.

NOTE:
On Rochester BV carburetors the idle

mixture screw should be turned out 1/4 turn

from the "lean roll" position. The definition

of "lean roll" point is a 20 to 30 rpm drop

in engine speed obtained by leaning the idle

mixture.

6. Repeat Steps 4 and5 as needed for final adjustment.

NOTE:
If necessary, final adjustment of the \

carburetor may be made with the air cleaner

installed.

7. Turn engine off, remove gauges and install air

clearer.

CHEVROLET CHASSIS SERVICE MANUAL

ENGINE FUEL 6M-5

3.
Disconnect choke rod or choke cable.

4.
Disconnect accelerator linkage.

5.
If equipped with Automatic transmission, discon-

nect TV linkage.

6. Remove carburetor attaching nuts and/or bolts and

remove carburetor.

Test Before Installation -

It is good shop practice to fill the carburetor bowl

before installing the carburetor. This reduces the strain

on the starting motor and battery and reduces the pos-

sibility of backfiring while attempting to start the engine.

A fuel pump clamped to the bench, a small supply of fuel

and the necessary fittings enable the carburetor to be

filled1 and the operation of the float and'intake needle and

seat to be checked. Operate the throttle several times

and check the discharge from the pump jets before in-

stalling the carburetor.

Installation

1.
Be certain throttle body and intake manifold sealing

surfaces are clean.

2.
Install new carburetor to manifold flange gasket (if

required).

3.
Install carburetor over manifold studs.

4.
Start vacuum and fuel lines at carburetor.

5.
Install attaching nuts and/or bolts and tighten

securely.

6. Tighten fuel and vacuum lines.

7.
Connect and adjust accelerator and TV linkage.

8. Connect choke tube or choke rod.

9. Adjust idle speed and mixture, then install air

cleaner. #

Fuel Filter Maintenance

1.
Disconnect fuel line connection at inlet fuel filter

nut.

2.
Remove inlet fuel filter nut from carburetor with a

1"
box wrench or socket.

3.
Remove filter element and spring (fig. 4c).
Fig. 5C-Choke Coil-L6 Engine

4.

Fig. 4C-Fuel Filter
Check element for restriction by blowing on cone

end, element should allow air to pass freely.

5.
Clean element by washing in solvent and blowing out.

Blow in opposite direction of fuel flow.

NOTE: Element should be replaced if plugged

or if flooding ocpurs. A plugged filter will

result in a loss of engine power or rough (pul-

sating) engine feel, especially at high engine

speeds.

6. Install element spring, then install element in car-

buretor so small section of cone faces out.

7.
Install new gasket on inlet fitting nut then install

nut in carburetor and tighten securely.

8. Install fuel line and tighten connector.

Choke Coil Replacement

L6 Engines (Fig. 5c)

1.
Remove air cleaner then disconnect choke rod upper

clip.

2.
Remove bolts attaching choke coil to manifold, then

remove choke coil and choke rod as an assembly.

3.
Disconnect choke rod from choke coil.

4.
Connect choke rod to new choke coil and install as-

sembly on manifold.

5.
Install bolts and tighten securely.

6. Adjust and connect choke rod as outlined.

7.
Start and warm-up the engine then check operation

of choke and install air cleaner.

V8 Engines (Fig. 6c)

1.
Remove air cleaner then disconnect choke rod upper

clip.

2.
Remove choke coil as follows:

WITH ROCHESTER 2GV CARBURETOR

• Remove the choke coil shield by prying with a

screw driver in the cut out provided then re-

move the choke rod.

CHEVROLET CHASSIS SERVICE MANUAL