Chevrolet CAMARO 1979 Service Manual page 806

7 8 . 1 O M A N U A L T R A N S M I S S I O N S
Clutch Adjustment
{Refer to Section TC.CIutch)
A. Clutch Free Pedal Travel
l. The clutch free pedal travel âdjustment should be
made as oullined in Section 7c-Clutch.
2. Check clutch linkage for lost motion caused by loose
or worn swivels, defl€ction of mounting brackets or
damaged cordon shaft.
B. Clutch Spin Down Time
1. Run the engin€ at a normal idle with transm'ssron
in neutral and clutch engaged.
2. Disengage the clutch, wait nine secoDds and shift th€
trânsmission to reverse. No grinding noise should be heard.
À gdnding noise indicates incor€ct clutch adjustment, lost
motion clutch misalignment, or internal problems such as
lailed dampers, facings, cushion springs, diaphragm spring
fingers, pressure plate drive strâps, etc.
S H I F T L I N K A G E A D J U S T M E N T
A. Steering Column Shift Control
1. Remove the shift control rods trom the column
2. Check shift effort at the shift conirol lever knob.
(Effort should not €xceed 2 lbs. with transmission litkage
3. Ilbinding is felt, refer to the adjustment procedure
for the steering column lower bearing as described in section
38, Steering.
4. Lùbricate âll rod and swivel connections atrd re-
check shift effort after installation.
5. If shift linkâge is free from binding, the column
levers should be checked for end play. A .005 fe€ler gaug€
shoùld fit between the levers ând control lever.
6. Connect control rods and check steerirg column
contrcl leven for alignment. ln neutral, the colùmn control
lever tangs should line up with the slot in the lnâin contrql
B. Floor Shift Control
1. The cross-over from firslsecond to the third-fourth
posilion on four-spe€d trânsmissions and from reverse-first
to the second-third position on three-speed transmissions
should be smooth withoui any offset or step (ret Section
7 of the Chassis Service Manuâl for Floor Shift Linkâge
Adjustments).
2. All swivels, rods and mountings should be checked
for lost motion ând repaired or replaced as necessâry,
Transmission control levers should be checked for weâr and
repaired or replaced as necessary,
TRANSMISSION SHIFT EFFORT
A. Transmission Shift Effort Checking
Procsdures
l. Remove the shift rods at the transmission and âlign
the sleeve, blocker ring and gear by shifting into the
offending gear ând thm back into neutml.
2. Check the torque required to shift into gear with an
inch pound torque wrench on the shift lever attaching bolt.
If more than the specified torque (see Fig. 7B-10) is
required, th€ transmission shift lever should be checked for
rust or dirt binding the lever.
3- Clean levers, lubricate and recheck th€ torque value.
NOTICE: Ifât this point in the procedure, it is foùnd
rhât high shift effort still exists, an antichatter
lubricant (positrâction additive) may b€ us€d. The
lubricant is available in a small plâstic botde and can
be squirted into the trânsmission through the filler
plug.
B. Transmission Internal Problems Relâted to
Shift Effort
when the âboveprocedùres have been ch€cked ând the
problem still exists, the transmission wili have to be
removed and disâssembled for further diâgnosis. Th€r€ are
three basic types oftransmission internal problems reflected
by shifting effort.
1. Hâd Shifting The effo to shift is excessive, but
the gears engage. The lever moves with exc€ssive effort
throughout the entire travel rânge. If the static shift effort
is high, (clutch depressed, engine not running) the
synchronizer sleeve and hubs should be checked for a tiSht
Iit. With the three synchronizer keys removed, the sleeve
should be loose on the hub. If the hub ând sieeve âre not
a loose fit. replace the:ynchronizer assembly.
2. Blockout - The lever moves freely untii the
synchronizer is engaged. Synchronizâtion shoùld be hea.d
to take place, but the geâÎ will not engage. When it do€s
engage, â double bump is generally felt in the lerer.
The synchronized blocker ring can be dâmaged by
excessive force on gear cones thât are finished improperly.
The blocker dng mâterial may stick to the synchronizer gear
cone causing it to be a yellowish brâss color, in streaks,
which results ir hard shifts when present. The gear cone
should be a bright silver color. Polish the gear cone with
400 erit paper to â b ght silver when this condition is
present. The blocker rings should be replac€d if the thread
is dâmaged or worn.
3. Clash - Gear clash is a sound which sometimes
occu^ when Jhe sleeve and gear châmfers contâct each
other in .he unsynchronized state. The châracteristics of
clash are a grating or loud buzzing sound ftom the
transmission. The shift lever load will be lower, but a
vibration should be felr. The Noise (clâsh) can be for a short
instant or long enough to keep the geâI from being engaged.
This condition should not be confused with hard shiftins
S H I F T T O R O U E R E O ' T { I N C H - P O U N D S I
3-Speed
76mm
+Speed
7 6 m m
83mm
50 80 92
F i g . 7 B - 1 O - S h i f t T o r q ! e C h a r t