tow CHEVROLET CAMARO 1982 Repair Guide

GM – CAMARO 1982-1992 – Repair Guide (Checked by WxMax) 320
7. Unbolt the universal joint straps fr
om the pinion flange (use care to keep
the universal joint caps in place), lower and remove the driveshaft from
the vehicle. Place a transmission tailshaft plug or rag in place of the \
driveshaft to keep the transmission fluid from draining out.
8. Disconnect the catalytic converter support bracket at the transmission.
9. Disconnect the speedometer cable, electrical connectors and the shift
control cable from the transmission.
CAUTION - During the next step, rear spring force will cause the torque arm to
move toward the floor pan. When disconn ecting the arm from the transmission,
carefully place a piece of wood between the floor pan and the torque arm. This
will prevent possible personal injury and/or floor pan damage


Fig. 5: Transmission-to-engine bolts

GM – CAMARO 1982-1992 – Repair Guide (Checked by WxMax) 345
operation is required of it. Thus, little a
llowance for air circulation is required,
and the windings can be built into a very small space.
The starter solenoid is a magnetic dev ice which employs the small current
supplied by the starting switch circuit of the ignition switch. This magnetic action
moves a plunger which mechanically engages the starter and electrically closes
the heavy switch which connects it to t he battery. The starting switch circuit
consists of the starting switch cont ained within the ignition switch, a
transmission neutral safety switch or clutch pedal switch, and the wiring
necessary to connect these with the starter solenoid or relay.
A pinion, which is a small gear, is m ounted to a one-way drive clutch. This
clutch is splined to the starter armature shaft. When the ignition switch is moved
to the start position, the solenoid plunger slides the pinion toward the flywheel
ring gear via a collar and spring. If t he teeth on the pinion and flywheel match
properly, the pinion will engage the flywheel immediately. If the gear teeth butt
one another, the spring will be compressed and will force the gears to mesh as
soon as the starter turns far enough to a llow them to do so. As the solenoid
plunger reaches the end of it s travel, it closes the contacts that connect the
battery and starter and then the engine is cranked.
As soon as the engine star ts, the flywheel ring gear begins turning fast enough
to drive the pinion at an ex tremely high rate of speed. At this point, the one-way
clutch begins allowing the pi nion to spin faster than the starter shaft so that the
starter will not operate at excessive speed. When the i gnition switch is released
from the starter position, the solenoid is de-energized, and a spring contained
within the solenoid assembly pulls the gear out of mesh and interrupts the
current flow to the starter.
Some starters employ a separate relay, mounted away from the starter, to
switch the motor and solenoid current on and off. The relay thus replaces the
solenoid electrical switch, but does not eliminate the need for a solenoid
mounted on the starter used to mechanica lly engage the starter drive gears.
The relay is used to reduce the amount of current the starting switch must carry.
THE CHARGING SYSTEM
The automobile charging system provides electrical power for operation of the
vehicle's ignition and star ting systems and all the electrical accessories. The
battery serves as an electrical surge or storage tank, storing (in chemical form)
the energy originally pr oduced by the engine driven gen erator. The system also
provides a means of regulating alternat or output to protect the battery from
being overcharged and to avoid excess ive voltage to the accessories.
The storage battery is a chemical device in corporating parallel lead plates in a
tank containing a sulfuric acid-water solution. Adjacent plates are slightly
dissimilar, and the chemical reaction of the two dissimilar plates produces
electrical energy when the battery is connected to a load such as the starter
motor. The chemical reaction is reversible, so that when the generator i\
s
producing a voltage (electrical pressure ) greater than that produced by the

GM – CAMARO 1982-1992 – Repair Guide (Checked by WxMax) 350
4. Remove the distributor cover and wi
re retainer, if equipped. Turn the
retaining screws counterclockwise and remove the cap.
5. Mark the relationship of the roto r to the distributor housing and the
housing relationship to the engine.
6. Remove the distributor reta ining bolt and hold-down clamp.
7. Pull the distri butor up until the rotor just stops turning counterclockwise
and again note the position of the rotor.
8. Remove the distribut or from the engine.
To install: 9. Insert the distributor into the engine, with the rotor aligned to the last
mark made, then slowly install the dist ributor the rest of the way until all
marks previously made are aligned.
10. Install the distributor hold- down clamp and retaining bolt.
11. If removed, install the wiring harness retainer and secondary wires.
12. Install the distributor cap.
13. Engage the wire connections on t he distributor. Make certain the
connectors are fully seated and latched.
14. Reconnect the negative battery cable.
If the engine was accidentally cranked afte r the distributor was removed, the
following procedure can be used during installation.
15. Remove the No. 1 spark plug.
16. Place a finger over the spark pl ug hole. Have a helper turn the engine
slowly using a wrench on the crankshaft bolt until compression is felt. \

17. Align the timing mark on the pulley to 0 on the engine timing indicator.
18. Turn the rotor to point to the No . 1 spark plug tower on the distributor
cap.
19. Install the distributor assembly in the engine and ensure the rotor is
pointing toward the No. 1 spark plug tower.
20. Install the cap and spark plug wires.
21. Check and adjust engine timing.
ALTERNATOR
DESCRIPTION
An alternator differs from a DC shunt generator in that the armature is
stationary, and is called the stator, while the field rotates and is called the rotor.
The higher current values in the alternator's stator are conducted to the external
circuit through fixed leads and connecti ons, rather than through a rotating
commutator and brushes as in a DC generator. This eliminates a major point of
maintenance.
The rotor assembly is supported in the drive end frame by a ball bearing and at
the other end by a roller bearing. These bearings are lubricated during
assembly and require no main tenance. There are six diodes in the end frame
assembly. These diodes are electrical check valves that also change the

GM – CAMARO 1982-1992 – Repair Guide (Checked by WxMax) 378
6. Install the rocker arm, balls and
nut. Tighten the nut until all lash is
eliminated.
7. The engine must be on the No. 1 fi ring position before proceeding. This
may be determined by placing your fi ngers on the No. 1 rocker arms as
the mark crankshaft damper is rotat ed towards the "0" on the timing tab.
If the arms did not move, it is in the No. 1 firing position. If they did move,
turn the crankshaft one full revoluti on to reach the No. 1 position.
Remember, the mark on the crankshaft balancer must be aligned with
the "0" on the timing tab.
8. Adjust the valves as follows:
V6 ENGINES
With the engine on the number 1 firing pos ition, exhaust valves 1, 2 and 3 and
intake valves 1, 5 and 6
may be adjusted. Back out t he adjusting nut until lash is felt at the pushrod.
Tighten the adjusting nut unt il all lash is removed, then tighten the nut an
additional 1
1/2 turns to center the lifter plun ger. Turn the engine one revolution
until the "0" timing mark is once again al igned. Exhaust valves 4, 5 and 6 and
intake valves 2, 3 and 4 may be adjusted.
V8 ENGINES
With the engine on the number 1 firing posit ion, exhaust valves 1, 3, 4 and 8,
intake valves 1, 2, 5 and 7 may be adj usted. Back out the adjusting nut until
lash is felt at the pushrod. Tighten the adjusting nut until all lash is removed,
then tighten an additional 1 turn to center the lifter plunger. Turn the engine one
revolution until the 0 timing mark is once again aligned. Exhaust valves 2, 5, 6
and 7, intake valves 3, 4, 6 and 8 may be adjusted.
9. Install the rocker arm cover.
2.5L ENGINE 1. Disconnect the negative battery cable.
2. Remove the valve cover.
3. Remove the rocker arm bolt, ball and rocker arm.
4. Remove the pushrods, if necessary . Place components in a rack so they
can be reinstalled in the same location.
To install: 5. Coat the bearings surf aces with a thin coating of Molykote® or its
equivalent.
6. Install the pushrod, if removed, through the cylinder head and into the
lifter seat.
7. Install the rocker arm, ball and bol t. Torque to 22 ft lbs. (30 Nm).
8. Install the valve cover.

GM – CAMARO 1982-1992 – Repair Guide (Checked by WxMax) 441
2. Remove the fan, driv
e belts and water pump pul ley. Remove the valve
cover. Loosen the rocker arms and pivot them, then remove the
pushrods.
3. Remove the oil pump driveshaft and gear assembly. This is located
under a small plate secured by two bol ts near the oil filter. Remove the
spark plugs.
4. Mark the position of the distribut or rotor, housing, and engine block.
Remove the distributor.
5. Remove the valve lifters. They are located behind the pushrod cover.
6. Remove the timing gear cover.
7. Insert a screwdriver through the holes in the ti ming gear and remove the
2 camshaft thrust plate screws.
8. Pull the camshaft and gear assembly out through the front of the engine
block.
When removing the camshaft, be careful not to damage the camshaft bearings.
9. If the camshaft is to be removed from the timing gear, place the assembly in an arbor press and s eparate. CAUTION When removing the
timing gear from the camshaft, the thrust plate must be positioned so that
the woodruff key does not damage it.
To install: 10. To install the timing gear to the camshaft, press the assembly together
and measure the end clearance. T here should be 0.0015-0.0050 in.
(0.038-0.127mm) between the thrust plate and the camshaft.
If the clearance is less than 0.0015 in. (0 .038mm), replace the spacer ring; if
more than 0.0050 in. (0.127mm), replace the thrust ring.
11. Lubricate the camshaft, bearings, and lifters. Slide the camshaft
assembly into the engine and align the timing marks of the camshaft gear
and crankshaft gear.
12. Complete the installation by reversing the removal procedure.
V6 AND V8 ENGINES 1. Remove the engine from the vehicl e or remove all components from the
front of the engine (radi ator, grille, etc.).
2. Remove the timing gear cover and chain.
3. Mark the distributor rotor, housi ng and engine block, then remove the
distributor. Remove the fuel pump and fuel pump pushrod on carbureted
engines.
4. Remove the intake manifold and valve covers. Loosen the rocker arms
and pivot out of way. Remove the pushrods and valve lifters.
5. Remove the oil pump drive.
6. Slide the camshaft toward the front of the engine (be careful not to
damage the camshaft bearings).

GM – CAMARO 1982-1992 – Repair Guide (Checked by WxMax) 442
To install:
7. Lubricate all parts. Slide the ca mshaft onto the camshaft bearings.
8. Install the fuel pump and fuel pump pushrod.
9. Install the distributor and align all matchmarks.
10. Install the oil pump drive.
11. Install the valve lifters, pushrods and rocker arms.
12. Install the intake manifold and valve covers.
13. Install the timing and timing chain cover.
14. Install the radiator.
15. Fill the cooling syst em, start the engine and check for leaks.
BEARING
REMOVAL & INSTALLATION
It is recommended for a machine shop to perform these procedures.
To remove the camshaft bearings, the ca mshaft lifters, flywheel, rear camshaft
expansion plug, and cranks haft must be removed.
Camshaft bearings can be replaced wi th engine completely or partially
disassembled. To replace bearings without complete disassembly remove the
camshaft and crankshaft leaving cylinder heads attached and pistons in place.
Before removing crankshaft, tape threads of connecting rod bolts to prevent
damage to crankshaft. Fasten connecting rods against sides of engine so they
will not be in the way while replacing camshaft bearings.
If excessive wear is indicated, or if the engine is being completely rebuilt,
camshaft bearings should be replaced as follows: Drive the camshaft rear plug
from the block. Assemble the removal puller with its shoulder on the bearing to
be removed. Gradually tighten the puller nut until bearing is removed. Remove
remaining bearings, leaving the front and rear for last. To remove front and rear
bearings, reverse position of the tool, so as to pull the bearings in toward the
center of the block. Leave the tool in th is position, pilot the new front and rear
bearings on the installer, and pull them into position as follows:
• 4 cylinder engines: Ensure oil holes are properly aligned.
• V6 engines: Ensure the rear and intermediate bearing oil holes are
aligned between the 2 and 3 o'clock po sitions and the front bearing oil
holes are at 1:00 and between 2 and 3 o'clock positions.
• V8 engines: Ensure the No. 1 (f ront) camshaft bearing holes are an
equal distance from the 6 o'clock pos ition. The No. 2 through 4 inner
bearing holes must be posit ioned at the 5 o'clock position towards the left
side (drivers) of the engine, even wit h the bottom of the cylinder bore.
The No. 5 bearing oil holes must be positioned at 12 o'clock.
Return the tool to its original position and pull remaining bearings into position.

GM – CAMARO 1982-1992 – Repair Guide (Checked by WxMax) 443
Ensure that oil holes are properly al
igned. Replace camshaft rear plug, and
stake it into position to aid retention.
INSPECTION
CAMSHAFT LOBE LIFT
Check the lift of each lobe in consecutiv e order and make a note of the reading.
1. Remove the fresh air inlet tube a nd the air cleaner. Remove the heater
hose and crankcase ventilation hoses. Remove valve rocker arm
cover(s).
2. Remove the rocker arm stud nut or fulcrum bolts, fulcrum seat and rocker
arm.
3. Make sure the pushrod is in the valve tappet socket. Install a dial indicator so that the actuating poin t of the indicator is in the pushrod
socket (or the indicator ball socket adapter tool is on the end of the
pushrod) and in the same plane as the pushrod movement.
4. Disable the ignition and fuel systems.
5. Install a remote starter switch. Crank the engine with the ignition and fuel
system disabled. Turn the crankshaft ov er until the tappet is on the base
circle of the camshaft lobe. At this position, the pushrod will be in its
lowest position.
6. Zero the dial indicator. Continue to rotate the crankshaft slowly until the
pushrod is in the fully raised position.
7. Compare the total lift recorded on the dial indicator with the specification
shown on the Camshaft Specification chart.
To check the accuracy of the original in dicator reading, continue to rotate the
crankshaft until the indicator reads zero. If the lift on any lobe is below specified
wear limits listed, the ca mshaft and the valve tappet operating on the worn
lobe(s) must be replaced.
8. Install the rocker arm, fulcrum seat and stud nut or fulcrum bolts. Adjust
the valves, if required (r efer to the valves procedure in this section).
9. Install the valve rocker arm cover(s) and the air cleaner.
CAMSHAFT END PLAY
On all gasoline V8 engi nes, prying against the aluminum-nylon camshaft
sprocket, with the valve train load on t he camshaft, can break or damage the
sprocket. Therefore, the rocker arm adj usting nuts must be backed off, or the
rocker arm and shaft assembly must be loosened sufficiently to free the
camshaft. After checking the camshaft e nd play, check the valve clearance.
Adjust if required (refer to procedure in this section).
1. Push the camshaft toward the rear of the engine. Install a dial indicator or
equivalent so that the indicator point is on the camshaft sprocket
attaching screw.

GM – CAMARO 1982-1992 – Repair Guide (Checked by WxMax) 482
If you do not have access to the proper
tools, you may want to bring the
components to a shop that does.
VALVES
The first thing to inspect are the valve heads. Look closely at the head, margin
and face for any cracks, excessive wear or burning. The margin is the best
place to look for burning. It should have a squared edge with an even width all
around the diameter. When a valve burns, the margin will look melted and the
edges rounded. Also inspect the valve head for any signs of tulipping. This will
show as a lifting of the edges or dishi ng in the center of the head and will
usually not occur to all of the valves. All of the heads should look the same, any
that seem dished more t han others are probably bad. Next, inspect the valve
lock grooves and valve tips. Check fo r any burrs around the lock grooves,
especially if you had to file them to remove the valve. Valve tips should appear
flat, although slight rounding with high mile age engines is normal. Slightly worn
valve tips will need to be machined flat. Last, measure the valve stem diameter
with the micrometer. Measure the area that rides within the guide, especially
towards the tip where most of the wear occurs. Take several measurements
along its length and compare them to each other. Wear should be even along
the length with little to no taper. If no minimum diameter is given in the
specifications, then the stem should not read more than 0.001 in. (0.025mm)
below the specification. Any valves that fail these inspections should be
replaced.

Fig. 7: Valve stems may be rolled on a flat surface to check for bends

GM – CAMARO 1982-1992 – Repair Guide (Checked by WxMax) 485
CYLINDER HEAD
There are several things to check on
the cylinder head: valve guides, seats,
cylinder head surface flatness, cracks and physical damage.
VALVE GUIDES
Now that you know the valves are good, you can use them to check the guides,
although a new valve, if available, is preferred. Before you measure anything,
look at the guides carefully and inspect t hem for any cracks, chips or breakage.
Also if the guide is a removable style (a s in most aluminum heads), check them
for any looseness or evidence of movem ent. All of the guides should appear to
be at the same height from the spring s eat. If any seem lower (or higher) from
another, the guide has moved. Mount a dial indicator onto the spring side of the
cylinder head. Lightly oil the valve stem and insert it into the cylinder head.
Position the dial indicator against the valve stem near the tip and zero the
gauge. Grasp the valve stem and wiggle towards and away from the dial
indicator and observe the readings. Mount the dial indicator 90 degrees from
the initial point and zero the gauge and again take a reading. Compare the two
readings for a out of round condition. Check the readings against the
specifications given. An Inside Diamete r (I.D.) gauge designed for valve guides
will give you an accurate valve guide bore measurement. If the I.D. gauge is
used, compare the readings wit h the specifications given. Any guides that fail
these inspections should be replaced or machined.

Fig. 11: A dial gauge may be used to che ck valve stem-to-guide clearance; read
the gauge while moving the valve stem

GM – CAMARO 1982-1992 – Repair Guide (Checked by WxMax) 506
11. Measure the crankshaft end-play as follows:
a. Mount a dial gauge to the engine block and position the tip of the
gauge to read from t he crankshaft end.
b. Carefully pry the crankshaft towa rd the rear of the engine and hold
it there while you zero the gauge.
c. Carefully pry the crankshaft toward the front of the engine and read the gauge.
d. Confirm that the r eading is within specifications. If not, install a
new thrust bearing and repeat the procedure. If the reading is still
out of specifications with a new bearing, have a machine shop
inspect the thrust surfaces of the crankshaft, and if possible, repair
it.

Fig. 9: A dial gauge may be used to check crankshaft endplay