1982 CHEVROLET CAMARO check oil

GM – CAMARO 1982-1992 – Repair Guide (Checked by WxMax) 648
INTERNALLY MOUNTED
1. Disconnect the negative battery cable.
2. Remove the cover and wire retainer.
3. Disconnect the battery feed wire and coil connections from the cap.
4. Remove the coil cover attaching screws and cover.
5. Remove the coil attaching screws and lift the coil assembly from the
distributor cap.
To install: 6. Position the ignition coil and the leads into the cap. Be certain that the
resistor brush, ground lead and s eal are properly positioned.
7. Install the mounting screws.
8. Install the coil cove r and retainers. Reconnec t the feed wires and coil
connections to the cap.
9. Install the cover and wire retainer. Reconnect the negative battery cable.

GM – CAMARO 1982-1992 – Repair Guide (Checked by WxMax) 649

Fig. 4: Distributor and related com ponents with internal ignition coil

GM – CAMARO 1982-1992 – Repair Guide (Checked by WxMax) 650
DISTRIBUTOR CAP
1. If removing the ignition wires at the cap, take a moment to label the spark
plug wire positioning for each cylinder, at each tower. This will avoid
improper wire placement during assembly.
2. Disconnect the ignition switch wir e from the distributor cap. Also
disconnect the tachometer wire, if so equipped.
3. Release the coil connec tors from the cap.
4. Remove the distributor cap by turn ing the four latches (the L4 distributor
has 2 latches) counterclockwise.
5. Remove the cap. Installation is the reverse of removal. Be sure you get
the ignition and tachometer wires c onnected to the correct terminals.

Fig. 5: Release the retainers on t he distributor cap by turning them
counterclockwise

GM – CAMARO 1982-1992 – Repair Guide (Checked by WxMax) 651

Fig. 6: Removing the distri butor cap. Notice that all towers on cap are labeled
with the corresponding engine cylinder number.
ROTOR 1. Disconnect the negative battery cable.
2. Remove the distributor cap.
3. Unscrew the two rotor attaching screws and then lift off the rotor.
4. For installation, make sure the roto r is positioned in the correct direction
and tighten the retaining screws.
CAPACITOR
The capacitor, if equipped, is part of the ignition coil wire harness assembly.
Since the capacitor is used only for radio noise suppres sion, it will seldom need
replacement.
1. Disconnect the negative battery cable.
2. Remove the distributor cap and rotor.
3. Remove the capacitor attaching screws and unplug the connector from
the module. Remove the module.
To install: 4. Plug the connector into the capacitor. Install the capacitor and secure in
place using the mounting screws. Be sure the ground lead is under the
screw.
5. Install the rotor and distributor cap.

GM – CAMARO 1982-1992 – Repair Guide (Checked by WxMax) 652
6. Connect the negative battery cable.
MODULE
It is not necessary to remove t he distributor from the vehicle.
1. Disconnect the negative battery cable.
2. Remove the distributor cap, rotor and pickup coil.
3. Remove the 2 module attaching screws and lift the module up. Remove
the leads from the module, observi ng the colors on each lead. These
leads can not be interchanged.
If the module is to be reused, do not wi pe the grease from the module or the
distributor base. If a new module is to be installed, a package of silicone grease
will be included with it. Spr ead the grease on the metal face of the module and
on the distributor base wher e the module seats. This grease is necessary for
module cooling.
To install: 4. Install the module, tighten the reta ining screws and connect the wiring.
5. Install the distributor rotor and distributor cap.
6. Connect the negative battery cable.

Fig. 7: Ignition coil module mounting - always coat the base with silicone
dielectric grease.

GM – CAMARO 1982-1992 – Repair Guide (Checked by WxMax) 653
PICKUP COIL

Fig. 8: Pickup coil and related component s - distributor with external coil
1. Disconnect the negative battery cable.
2. Remove the distributor cap and then the rotor.
3. Remove 3 screws from the magnetic shield. Remove the magnetic shield
and C-washer. Remove the magnet, pole piece and pickup coil.
4. Installation is the revers e of the removal procedure.
IGNITION TIMING DESCRIPTION
Ignition timing is the measurement, in de grees of crankshaft rotation, of the
point at which the spark plugs fire in eac h of the cylinders. It is measured in
degrees before or after Top Dead Center (TDC) of the compression stroke.
Because it takes a fraction of a second for the spark plug to ignite the mixture in
the cylinder, the spark plug must fire a little before the piston reaches TDC.
Otherwise, the mixture will not be complete ly ignited as the piston passes TDC
and the full power of the explosion will not be used by the engine.
The timing measurement is given in degr ees of crankshaft rotation before the
piston reaches TDC (BTDC). If the setting fo r the ignition timing is 5° BTDC, the

GM – CAMARO 1982-1992 – Repair Guide (Checked by WxMax) 654
spark plug must fire 5° before each pist
on reaches TDC. This only holds true,
however, when the engine is at idle speed.
As the engine speed increases, the pist ons go faster. The spark plugs have to
ignite the fuel even sooner if it is to be completely ignited when the piston
reaches TDC.
If the ignition is set too far advanced (B TDC), the ignition and expansion of the
fuel in the cylinder will occu r too soon and try to force the piston down while it is
still traveling up. This causes engine ping. If the ignition spark is set too far
retarded, after TDC (ATDC), the pi ston will have already passed TDC and
started on its way down when the fuel is igni ted. This will cause the piston to be
forced down for only a portion of its trav el, resulting in poor engine performance
and lack of power.
When timing the engine, the Number 1 pl ug wire should be used to trigger the
timing light. On engines where timing is adjustable, the notch for the No. 1
cylinder is usually scribed across all th ree edges of the double sheaf pulley.
Another notch located 180° away from t he No. 1 cylinder notch is scribed only
across the center section of the pulley to make it distinguishable from the No. 1
cylinder notch.
There are two basic types of timing light s available. The first type of light
operates from the car's battery. Two al ligator clips connect to the battery
terminals, while a third wire connects to the spark plug with an adapter or to the
spark plug wire with an inductive pickup. This type of light is more expensive,
but the xenon bulb provides a nice bright flash which can even be seen in
sunlight. The second type replaces the battery source with 110-volt house
current. Some timing lights have other func tions built into them, such as dwell
meters, tachometers, or re mote starting switches. These are convenient, in that
they reduce the tangle of wires under t he hood, but may duplicate the functions
of tools you already have.
Because this car uses electronic ignition, you should use a timing light with an
inductive pickup. This pickup simply cl amps around the Number 1 spark plug
wire (in this case, the coil wire), elimin ating the adapter. It is not susceptible to
crossfiring or false triggering, which ma y occur with a conventional light due to
the greater voltages produc ed by these systems.
ADJUSTMENT
When adjusting the timing, refer to the instructions on the emission control
sticker inside the engine compartment. If th e instructions on the label disagree
with the procedure listed below, follo w the instructions on the label.
1982-87 VEHICLES 1. Locate the timing marks on the cran kshaft pulley and the front of the
engine.

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