gas type CHEVROLET CAMARO 1982 Repair Guide

GM – CAMARO 1982-1992 – Repair Guide (Checked by WxMax) 340
10. Install the brake line j
unction block bolt at the ax le housing. Connect any
brake lines that were disconnected.
11. Install and secure the driveshaft a ligning the match marks made earlier.
12. Connect the shock absorbers to the axle and install the wheel
assemblies.
13. Lower the vehicle and replace any lost rear axle fluid.
DIFFERENTIAL ASSEMBLY
REMOVAL & INSTALLATION 1. Raise and safely support the vehicle.
2. Place a suitable contai ner under the differential. Remove the carrier
cover and drain the gear oil.
3. Remove the drive axles.
4. Mark the differential bearing caps L and R to make sure they will be
reassembled in their original location.
5. Using a suitable tool, remove the di fferential carrier. Be careful not to
damage the gasket sealing surface wh en removing the unit. Place the
right and left bearing outer races of the side bearing assemblies and
shims in sets with the marked different ial bearings caps so they can be
reinstalled in their original positions.
To install: 6. Inspect the differential carrier housi ng for foreign material. Check the ring
and pinion for chipped teeth, exce ssive wear and scoring. Check the
carrier bearings visually and by feel . Clean the differential housing and
replace components, as necessary.
7. Install the differential carrier. C heck the carrier bearing preload along
with the ring and pinion backlash, then adjust, as necessary. Tighten the
differential bearing cap bolts to 55 ft. lbs. (75 Nm) except on Borg-
Warner rear axles which are ti ghtened to 40 ft. lbs. (54 Nm).
8. Install the axles.
9. Install the carrier cover using a new gasket. Tighten the carrier cover
bolts to 20 ft. lbs. (27 Nm). Add the proper type and quantity of gear oil to
axle assembly.

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1. Disconnect the negative battery cable.
2. Relieve the fuel system pressure
and drain the engine coolant from the
radiator into a suitable container.
3. Remove the intake manifold and the spark plugs.
4. Remove the dipstick tube and bra cket. Raise and support the vehicle
safely. Drain the oil and remove the oil filter. Lower the vehicle.
5. Remove the exhaust manifolds.
6. Remove the drive belt(s).
7. Remove the air conditioning compresso r and bracket, reposition it aside.
Do not disconnect the lines.
8. Remove the power steering pump and bracket, reposition it aside.
9. Remove the alternator and br acket, reposition it aside.
10. Remove the ground cable from the rear of the cylinder head and remove
the engine lift bracket.
11. Remove the rocker arm covers.
12. Loosen the rocker arms until the pushrods can be removed.
13. Remove the cylinder head bolts and remove the cylinder heads.
To install: 14. Clean the gasket mating surfaces of all components. Be careful not to
nick or scratch any surfaces as this will allow leak paths. Clean the bolt
threads in the cylinder bl ock and on the head bolts. Dirt will affect bolt
torque.
15. Place the head gaskets in pos ition over the dowel pins.
16. Install the cylinder heads.
17. Coat the cylinder head bolts th reads with GM sealer 1052080 or
equivalent, and install the bolts. Tight en the bolts in the proper sequence
to:
• 1982-1987 engines: 70 ft lbs. (90 Nm)
• 1988-1992 engines: 1st step: 40 ft lbs. (55 Nm); 2nd step: tighten
an additional 1/4 (90 degree) turn
18. Install the pushrods a nd loosely retain them wit h the rocker arms. Make
sure the lower ends of the pushrods ar e in the lifter seats. Refer to the
rocker arm procedures outlined ea rlier in this section.
19. Install the power steering pump br acket and pump. Do the same for the
air conditioning compressor bracket and compressor.
20. Install the ground cable to t he rear of the cylinder head.
21. Install the exhaust manifolds.
22. Install the dipstick tube and bracket.
23. Install the intake manifold.
24. Install the alternator bracket and alternator.
25. Install the drive belt(s).
26. Install the spark plugs.
27. Fill the cooling system with the proper type and quantity of coolant. Install
a new oil filter and fill the crankca se with the proper type and quantity of
oil.
28. Connect the negative battery cable, star t the vehicle and check for leaks.

GM – CAMARO 1982-1992 – Repair Guide (Checked by WxMax) 462
REPLACEMENT
There are basically two types of exhaust sy
stems. One is the flange type where
the component ends are attached with bolts and a gasket in-between. The other
exhaust system is the slip joint type. These components slip into one another
using clamps to retain them together.
CAUTION - Allow the exhaust system to c ool sufficiently before spraying a
solvent exhaust fasteners. Some solvents are highly flammable and could ignite
when sprayed on hot exhaust components.
Before removing any component of the ex haust system, ALWAYS squirt a liquid
rust dissolving agent onto the fasteners fo r ease of removal. A lot of knuckle
skin will be saved by following this rule. It may even be wise to spray the
fasteners and allow them to sit overnight.

Fig. 8: Nuts and bolts will be extremely difficult to remove when deteriorated
with rust
FLANGE TYPE
CAUTION - Do NOT perform exhaust repairs or inspection with the engine or
exhaust hot. Allow the system to cool completely before attempting any work.
Exhaust systems are noted for sharp edges , flaking metal and rusted bolts.
Gloves and eye protection ar e required. A healthy supply of penetrating oil and
rags is highly recommended. Never spra y liquid rust dissolving agent onto a hot
exhaust component.

GM – CAMARO 1982-1992 – Repair Guide (Checked by WxMax) 466
wear. Worn piston rings, scored or wo
rn cylinder bores, blown head gaskets,
sticking or burnt valves, and worn valve seats are all possible culprits. A check
of each cylinder's compression will help locate the problem.
A screw-in type compression gauge is more accurate than the type you simply
hold against the spark plug hole. Although it takes slightly longer to use, it's
worth the effort to obtain a more accurate reading.
1. Make sure that the proper amount and viscosity of engine oil is in the
crankcase, then ensure the battery is fully charged.
2. Warm-up the engine to normal operat ing temperature, then shut the
engine OFF.
3. Disable the ignition system.
4. Label and disconnect all of the spark plug wires from the plugs.
5. Thoroughly clean the cylinder h ead area around the spark plug ports,
then remove the spark plugs.
6. Set the throttle plate to the fully open (wide-open throttle) position. You
can block the accelerator linkage open for this, or you can have an
assistant fully depress the accelerator pedal.

Fig. 1: A screw-in type compression gauge is more accurate and easier to use
without an assistant
7. Install a screw-in type compression gauge into the No. 1 spark plug hole
until the fitting is snug.
WARNING - Be careful not to crossthread the spark plug hole.

GM – CAMARO 1982-1992 – Repair Guide (Checked by WxMax) 471
Most of the cleaning process can
be carried out with common hand tools and
readily available solvents or soluti ons. Carbon deposits can be chipped away
using a hammer and a hard wooden chisel. Old gasket material and varnish or
sludge can usually be re moved using a scraper and/ or cleaning solvent.
Extremely stubborn deposits may require the use of a power drill with a wire
brush. If using a wire brush, use extrem e care around any critical machined
surfaces (such as the gasket surfaces, bearing saddles, cylinder bores, etc.).
Use of a wire brush is NOT RECO MMENDED on any aluminum components.
Always follow any safety recommendations given by the manufacturer of the
tool and/or solvent. You s hould always wear eye prot ection during any cleaning
process involving scraping, chipping or spraying of solvents.
An alternative to the mess and hassle of cl eaning the parts yourself is to drop
them off at a local garage or machine shop. They will, more than likely, have the
necessary equipment to properly clean all of the parts for a nominal fee.
CAUTION - Always wear eye protection duri ng any cleaning process involving
scraping, chipping or spraying of solvents.

Fig. 2: Use a ring expander tool to remove the piston rings
Remove any oil galley plugs, freeze pl ugs and/or pressed-in bearings and
carefully wash and degrease all of the engine components including the
fasteners and bolts. Small par ts such as the valves, springs, etc., should be
placed in a metal basket and allowed to soak. Use pipe cleaner type brushes,
and clean all passageways in the co mponents. Use a ring expander and
remove the rings from the pistons. Cl ean the piston ring grooves with a special
tool or a piece of broken ri ng. Scrape the carbon off of the top of the piston. You
should never use a wire brush on the pist ons. After preparing all of the piston
assemblies in this manner, wash and degrease them again.

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Fig. 13: Checks should also be made al ong both diagonals of the head surface
Place a straightedge across the gasket surf ace. Using feeler gauges, determine
the clearance at the cent er of the straightedge and across the cylinder head at
several points. Check along the centerli ne and diagonally on the head surface.
If the warpage exceeds 0.003 in. (0.076mm) within a 6.0 in. (15.2cm) span, or
0.006 in. (0.152mm) over the total length of the head, the cylinder head must be
resurfaced. After resurfacing the heads of a V-type engine, the intake manifold
flange surface should be checked, and if necessary, milled proportionally to
allow for the change in its mounting position.
CRACKS AND PHYSICAL DAMAGE
Generally, cracks are limited to the comb ustion chamber, however, it is not
uncommon for the head to crack in a s park plug hole, port, outside of the head
or in the valve spring/rocker arm area. The first area to inspect is always the
hottest: the exhaust seat/port area.
A visual inspection should be perform ed, but just because you don’t see a
crack does not mean it is not there. Some more reliable methods for inspecting
for cracks include Magnaflux, a magnetic process or Zyglo, a dye penetrant.
Magnaflux is used onl y on ferrous metal (cast iron) heads. Zyglo uses a spray
on fluorescent mixture along with a black light to reveal the cracks. It is strongly
recommended to have your cylinder head c hecked professionally for cracks,
especially if the engine was known to have overheated and/or leaked or
consumed coolant. Contact a local shop fo r availability and pricing of these
services.

GM – CAMARO 1982-1992 – Repair Guide (Checked by WxMax) 547
EXHAUST GAS RECIRCULATION (EGR) SYSTEM
OPERATION
All models are equipped with
this system, which consists of a metering valve, a
vacuum line to the carburet or or intake manifold, and cast-in exhaust passages
in the intake manifold. The EGR valve is controlled by vacuum, which opens
and closes in response to the vacuum signals to admit exhaust gases into the
air/fuel mixture. The exhaust gases lower peak combustion temperatures,
reducing the formation of NOx. The valve is closed at idle and wide open
throttle, but is open between the two extreme positions.
There are actually four types of EGR systems: Ported, Positive Back-Pressure,
Negative Backpressure and Digital. The pr inciple of all the systems are the
same; the only difference is in the me thod used to control how the EGR valve
opens.
Too much EGR flow at idle, cruise or during cold operation may result in the
engine stalling after cold start, the engine stalling at idle after deceleration,
vehicle surge during cruise and rough idle . If the EGR valve is always open, the
vehicle may not idle. Too little or no EGR flow allows combustion temperatures
to rise, which could result in spar k knock (detonation), engine overheating
and/or emission test failure.
A Thermal Vacuum Switch (TVS) or vacuum control solenoid may sometimes\

be used in combination with the EGR va lve. The TVS will close off vacuum
during cold operation. A va cuum control solenoid uses Pulse Width Modulation
(PWM) to turn the solenoid ON and OFF numerous times a second and varies
the amount of ON time (pulse width) to vary the amount of ported vacuum
supplied the EGR valve.
PORTED VALVE
In the ported system, the amount of ex haust gas admitted into the intake
manifold depends on a ported vacuum signal. A ported vacuum signal is one
taken from the carburetor above the th rottle plates; thus, the vacuum signal
(amount of vacuum) is dependent on how far the throttle plates are opened.
When the throttle is closed (idle or dec eleration) there is no vacuum signal.
Thus, the EGR valve is closed, and no exhaust gas enters the intake mani\
fold.
As the throttle is opened, a vacuum is produced, which opens the EGR valve,
admitting exhaust gas into the intake manifold.
POSITIVE BACKPRE SSURE VALVE
This valve operates the same as the ported, except, it has an internal air bleed
that acts as a vacuum regulator. T he bleed valve controls the amount of
vacuum inside the vacuum chamber duri ng operation. When the valve receives
sufficient exhaust backpressure through the hollow shaft, it closes the bleed; at
this point the EGR valve opens.

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Air is injected into either the exhaust
port(s), the exhaust manifold(s) or the
catalytic converter by an engine driven ai r pump. The system is in operation at
all times and will bypass air only mom entarily during deceleration and at high
speeds. The bypass function is performed by the air control valve, while the
check valve protects the air pump by pr eventing any backflow of exhaust gases.
The AIR system helps r educe HC and CO content in the exhaust gases by
injecting air into the exhaust ports dur ing cold engine operation. This air
injection also helps the catalytic conv erter to reach the proper temperature
quicker during warmup. When the engine is warm (Closed Loop), the AIR
system injects air into the beds of a th ree-way converter to lower the HC and
the CO content in the exhaust.
The system utilizes the following components:
1. An engine driven AIR pump.
2. AIR Control valves (Air Control, Air Switching).
3. Air flow and control hoses.
4. Check valves.
5. A dual-bed, three-way catalytic converter.
6. A deceleration back-fire control valve - 2.8L engine only.
The belt driven, vane-type air pump is lo cated at the front of the engine and
supplies clean air to the AIR system fo r purposes already stated. When the
engine is cold, the Electronic Control Module (ECM) energizes an AIR control
solenoid. This allows air to flow to the AIR switching valve. The AIR switching
valve is then energized to direct air to the exhaust ports.
When the engine is warm, the ECM de-energ izes the AIR switching valve, thus
directing the air between the beds of the catalytic converter. This provides
additional oxygen for the ox idizing catalyst in the second bed to decrease HC
and CO, while at the same time keeping oxygen levels low in the first bed,
enabling the reducing catalyst to effect ively decrease the levels of NOx.
If the AIR control valve detects a r apid increase in manifold vacuum
(deceleration), certain operat ing modes (wide open throttle, etc.) or if the ECM
self-diagnostic system detects any problem in the system, air is diverted to the
air cleaner or directly into the atmosphere.
The primary purpose of the EC M's divert mode is to prevent backfiring. Throttle
closure at the beginning of deceleration will temporarily create air/fuel mixtures
which are too rich to burn completely . These mixtures become burnable when
they reach the exhaust if combined with the injection ai r. The next firing of the
engine will ignite this mixt ure causing an exhaust backf ire. Momentary diverting
of the injection air from the exhaust prevents this.
The AIR system check valves and hoses should be checked periodically for any
leaks, cracks or deterioration.

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FUEL SYSTEM

BASIC FUEL SYSTEM DIAGNOSIS

When there is a problem star ting or driving a vehicle, two of the most important
checks involve the ignition and the fuel systems. The questions most mechanics
attempt to answer first, "is there spark?" an d "is there fuel?" will often lead to
solving most basic problems. For igni tion system diagnosis and testing, please
refer to the information on engine electr ical components and ignition systems
found earlier in this repair guide. If the ignition system checks out (there is
spark), then you must determine if the f uel system is operating properly (is there
fuel?).

CARBURETED FUEL SYSTEM

MECHANICAL FUEL PUMP
All fuel pumps used on carbureted V6 and V8 engines are of the diaphragm
type and are serviced by replacement onl y. No adjustments or repairs are
possible. The fuel pump is mounted on th e left front (V6) and right front (V8) of
the engine.
The fuel pumps are also equipped with vapor return lines for purposes of
emission control and to reduce vapor lock. All pumps are operated by an
eccentric on the camshaft. On V6 an d V8 engines, a pushrod between the
camshaft eccentric and the fuel pump operates the pump.
REMOVAL & INSTALLATION
When disconnecting the fuel pump outlet fitting, always use two wrenches to
avoid twisting the line.
1. Disconnect the fuel in take and outlet lines at the pump, then plug the
pump intake line.
2. Remove the two pump mounting bol ts and lockwashers; remove the
pump and its gasket.
3. If the pump pushrod is to be remo ved from the V8, remove the two
adapter bolts and lockwashers, then re move the adapter and its gasket.
4. Install the fuel pump with a new gasket reversing the removal procedure.
Coat the mating surfaces with sealer.
5. Connect the fuel lines and check for leaks.

GM – CAMARO 1982-1992 – Repair Guide (Checked by WxMax) 669
1. Disconnect the pressure gauge. R
un the fuel line into a graduated
container.
2. Run the engine at idle until one pint of gasoline has been pumped. One
pint should be delivered in 30 seconds or less. There is normally enough
fuel in the carburetor float bowl to perform this test, but refill it if
necessary.
3. If the delivery rate is below the mini mum, check the lines for restrictions
or leaks, then r eplace the pump.
CARBURETORS
The V6 engine is equipped with the Ro chester E2SE carburetor, V8 engines
use the E4ME and E4MC. These carburet ors are of the downdraft design and
are used in conjunction with the CCC system for fuel cont rol. They have special
design features for optimum air/fuel mixt ure control during all ranges of engine
operation.
An electric solenoid in the carburetor controls the air/fu el ratio. The solenoid is
connected to an Electronic Control Module (ECM) which is an on-board
computer. The ECM provides a controllin g signal to the solenoid. The solenoid
controls the metering rod(s) and an id le air bleed valve, thereby closely
controlling the air/fuel ratio throughout the operating range of the engine.
MODEL IDENTIFICATION
General Motors Rochester carburetors ar e identified by their model code. The
first number indicates the number of ba rrels, while one of the last letters
indicates the type of choke used. These are V for the manifold mounted choke
coil, C for the choke coil mounted in the carburetor body, and E for electric
choke, also mounted on the carburetor. Model codes ending in A indicate an
altitude-compensatin g carburetor.
Because of their intricate nature and co mputer controls, the E2SE, E4ME and
E4MC carburetors should only be se rviced by a qualified technician.
PRELIMINARY CHECKS
The following should be observed befor e attempting any adjustments.
1. Thoroughly warm the engine. If the engine is cold, be sure that it reaches
operating temperature.
2. Check the torque of all carburet or mounting nuts and assembly screws.
Also check the intake manifold-to-cyli nder head bolts. If air is leaking at
any of these points, any attempts at adjustment will inevitably lead to
frustration.
3. Check the manifold heat control valve (if used) to be sure that it is free.
4. Check and adjust the choke as necessary.
5. Adjust the idle speed and mixture. If the mixture screws are capped,
don't adjust them unless all other c auses of rough idle have been
eliminated. If any adjustments are per formed that might possibly change