1982 CHEVROLET CAMARO check engine light

GM – CAMARO 1982-1992 – Repair Guide (Checked by WxMax) 51
shoes to rotate very slightly with the
drum, rocking an adjusting lever, thereby
causing rotation of the adjusting scr ew. Some drum brake systems are
designed to self-adjust duri ng application whenever the br akes are applied. This
on-board adjustment system reduces the need for maintenance adjustments
and keeps both the brake function and pedal feel satisfactory.
POWER BOOSTERS
Virtually all modern vehicles use a va cuum assisted power brake system to
multiply the braking force and reduce pedal effort. Since vacuum is always
available when the en gine is operating, the system is simple and efficient. A
vacuum diaphragm is located on the front of the master cylinder and assists the
driver in applying the brakes, reducing both the effort and travel he must put into
moving the brake pedal.
The vacuum diaphragm housing is normally connected to the intake manifold by
a vacuum hose. A check valve is placed at the point where the hose enters the
diaphragm housing, so that during periods of low manifold vacuum brakes
assist will not be lost.
Depressing the brake pedal closes o ff the vacuum source and allows
atmospheric pressure to enter on one side of the diaphragm. This causes the
master cylinder pistons to move and app ly the brakes. When the brake pedal is
released, vacuum is applied to both si des of the diaphragm and springs return
the diaphragm and master cylinder pist ons to the released position.
If the vacuum supply fails, the brake pedal rod will contact the end of the master
cylinder actuator rod and the system will apply the br akes without any power
assistance. The driver will notice that much higher pedal effort is needed to stop
the car and that the pedal f eels harder than usual.
VACUUM LEAK TEST
1. Operate the engine at idle without t ouching the brake pedal for at least one
minute.
2. Turn off the engine and wait one minute.
3. Test for the presence of assist va cuum by depressing the brake pedal and
releasing it several times. If vac uum is present in the system, light
application will produce less and less pedal travel. If there is no vacuum, air
is leaking into the system.
SYSTEM OPERATION TEST
1. With the engine OFF, pump the brake p edal until the supply vacuum is
entirely gone.
2. Put light, steady pressu re on the brake pedal.
3. Start the engine and let it idle. If the system is operating correctly, the brake
pedal should fall toward the floor if t he constant pressure is maintained.

GM – CAMARO 1982-1992 – Repair Guide (Checked by WxMax) 66
4. Remove nuts and lockwashers that se
cure booster to firewall and remove
booster from engine compartment.
5. Install by reversing removal procedure. Make sure to check operation of stop
lights. Allow engine vacuum to build before applying brakes.

COMBINATION VALVE
REMOVAL & INSTALLATION
This valve is not repairable and only serviced as a complete assembly.
1. Disconnect the hydraulic lines from t he valve. Plug the lines to prevent fluid
loss and dirt contamination.
2. Disconnect the electrical connection.
3. Remove the valve.
To install:
4. Position the valve.
5. Connect the electrical connection.
6. Connect the hydraulic lines to the valve.
7. Bleed the brake system.

GM – CAMARO 1982-1992 – Repair Guide (Checked by WxMax) 80
4. Remove the mounting bo
lts, if equipped with single piston caliper or the
circlip and pin, if equipped with dual piston ca liper. Inspect the bolts for
corrosion and replace as necessary.
5. Remove the caliper fr om the steering knuckle an d suspend it from the body
of the car with a length of wire. Do not allow the caliper to hang by its hose.
6. Remove the pad retaining springs and remove the pads from the caliper.
7. Remove the plastic sleeves and the rubber bushings from the mounting bolt
holes.
8. Obtain a pad replacem ent kit. Lubricate and install the new sleeves and
bushings with a light coat of silicone grease.
9. Install the retainer spring on the i nboard pad, if equipped with single piston
caliper.
A new spring should be included in the pad replacement kit.
10. Install the new inboard pad into the caliper with the wear sensor at the
leading end of the shoe duri ng forward wheel rotation.
11. Install the outboard pad into the caliper.
12. Use a large pair of slip joint plie rs to bend the outer pad ears down over the
caliper, if equipped with t he single piston caliper.
13. Install the calip er onto the steering knuckle. Tighten the mounting bolts to
21-35 ft. lbs. (28-47 Nm), if equipped. In stall the wheel and lower the car. Fill
the master cylinder to its proper le vel with a good quality brake fluid.
14. Pump the brake pedal slowly a nd firmly 3 times with the engine running
before attempting to move the vehicle; bleed the brakes as required.
BRAKE CALIPER

CAUTION - Some brake pads contain asbest os, which has been determined to
be a cancer causing agent. Never clean the brake surfaces with compressed
air! Avoid inhaling any dust from any brake surface! When cleaning brake
surfaces, use a commercially available brake cleaning fluid.

REMOVAL & INSTALATION

GM – CAMARO 1982-1992 – Repair Guide (Checked by WxMax) 223
FUSIBLE LINKS
In addition to circuit breakers and fuses,
the wiring harness incorporates fusible
links to protect the wiring. Links are used rather than a fuse, in wiring circuits
that are not normally fused, such as th e ignition circuit. The fusible links are
color coded red in the charging and load circuits to match the color coding of
the circuits they protect. Each link is four gauges smaller than the cable it
protects, and is marked on the insulation with the gauge size because the
insulation makes it appear heavier than it really is. The engine compartment
wiring harness has several fusible links. The same size wire with a special
Hypalon insulation must be used w hen replacing a fusible link.
For more details, see the information on fusible links at the beginning of this
section.
The links are located in the following areas:
1. A molded splice at the starter solenoid Bat terminal, a 14 gauge red wire.
2. A 16 gauge red fusible link at the j unction block to protect the unfused
wiring of 12 gauge or larger wire. This link stops at the bulkhead
connector.
3. The alternator warning light and fiel d circuitry is protected by a 20 gauge
red wire fusible link used in the batte ry feed-to-voltage regulator number
3 terminal. The link is installed as a molded splice in the circuit at the
junction block.
4. The ammeter circuit is protected by two 20 gauge fusible links installed
as molded splices in the circuit at t he junction block and battery to starter
circuit.
REPLACEMENT 1. Determine the circuit that is damaged.
2. Disconnect the negative battery terminal.
3. Cut the damaged fuse link from the harness and discard it.
4. Identify and procure the proper fuse link and butt connectors.
5. Strip the wire about
1/2 in. (13mm) on each end.
6. Connect the fusible link and crimp the butt connectors making sure that the wires are secure.
7. Solder each connection with resin core solder, and wrap the connections
with plastic electrical tape.
8. Reinstall the wir e in the harness.
9. Connect the negative battery terminal and test the system for proper
operation.
CIRCUIT BREAKERS

Various circuit breakers are located under the instrument panel. In order to gain
access to these components, it may be ne cessary to first remove the under
dash padding. Most of the circuit breakers are located in the convenience
center or the fuse panel.

GM – CAMARO 1982-1992 – Repair Guide (Checked by WxMax) 295
of the spring bow outward, pushing the pre
ssure plate into closer contact with
the clutch disc. As the disc and plate mo ve closer together, friction between the
two increases and slippage is reduced until, when full spring pressure is applied
(by fully releasing the pedal) the speed of the disc and plate are the same. This
stops all slipping, creating a direct connection between the plate and disc which
results in the transfer of power from t he engine to the transmission. The clutch
disc is now rotating with the pressure plate at engine speed and, because it is
splined to the transmission shaft, the shaft now turns at the same engine speed.
The clutch is operating properly if: 1. It will stall the engine when released with the vehicle held stationary.
2. The shift lever can be moved freel y between 1st and reverse gears when
the vehicle is stationary and the clutch disengaged.
APPLICATION
All 1982-83 vehicles use a mechanical (non-hydraulic) clutch; 1984-92 models
use a hydraulic clutch. With the hydraulic clutch, no adjustment of the clutch
pedal or the linkage is required. On t he mechanical type, the only required
adjustment is to maintain the proper clutch pedal freeplay. The freeplay\

adjustment is very important, for it determines the engaging and disengaging
characteristics of the clutch assembly.
The clutch assembly consists of: a flywheel, a pressure plate, a throwout
bearing and fork, a clutch pedal, and an actuating lever (non-hydraulic) or a
master cylinder/slave cylinder (hydraulic).
The hydraulic system utilizes a remote re servoir which is mounted to the power
brake booster, a master cy linder mounted to the cowl p anel and a slave cylinder
that is mounted to the bell housing. Th e system is operated directly by the
clutch pedal. When adding fl uid to the reservoir, always use a type which meets
DOT 3 specifications.
CAUTION - The clutch driven disc contains asbestos, which has been
determined to be a cancer causing agen t. Never clean clutch surfaces with
compressed air! Avoid inhaling any dus t from any clutch surface! When
cleaning clutch surfaces, use a commercia lly available brake cleaning fluid.
FREE-PLAY ADJUSTMENT
MECHANICAL LINKAGE 1. Disconnect the return sp ring at the clutch fork.
2. Hold the pedal against the rubber bumper on the dash brace.
3. Push the clutch fork so that th e throwout bearing lightly contacts the
pressure plate fingers.

GM – CAMARO 1982-1992 – Repair Guide (Checked by WxMax) 304
Never release a depressed clutch pedal
with the bleeder screw open or air will
be drawn into the system.
AUTOMATIC TRANSMISSION

UNDERSTANDING AUTOMATIC TRANSMISSIONS
The automatic transmission allows eng ine torque and power to be transmitted
to the rear wheels within a narrow range of engine operating speeds. It will
allow the engine to turn fast enough to produce plenty of power and torque at
very low speeds, while keeping it at a s ensible rpm at high vehicle speeds (and
it does this job without driv er assistance). The transmission uses a light fluid as
the medium for the transmission of power. This fluid also works in the operation
of various hydraulic control circui ts and as a lubricant. Because the
transmission fluid performs all of thes e functions, trouble within the unit can
easily travel from one part to another. For this reason, and because of the
complexity and unusual oper ating principles of the transmission, a very sound
understanding of the basic principles of operation will simplify troubleshooting.
TORQUE CONVERTER
The torque converter replaces the convent ional clutch. It has three functions:
1. It allows the engine to idle with t he vehicle at a standstill, even with the
transmission in gear.
2. It allows the transmission to shi ft from range-to-range smoothly, without
requiring that the driver close the throttle during the shift.
3. It multiplies engine torque to an incr easing extent as vehicle speed drops
and throttle opening is increased. This has the effect of making the
transmission more responsive and redu ces the amount of shifting
required.
The torque converter is a metal case which is shaped like a sphere that
has been flattened on opposite sides. It is bolted to the rear end of the
engine's crankshaft. Generally, the ent ire metal case rotates at engine
speed and serves as the engine's flywheel.
The case contains three sets of bl ades. One set is attached directly to
the case. This set forms the torus or pump. Another set is directly
connected to the output shaft, and forms the turbine. The third set is
mounted on a hub which, in turn, is mounted on a stationary shaft
through a one-way clutch. This third set is known as the stator.
A pump, which is driven by the conv erter hub at engine speed, keeps the
torque converter full of transmission fluid at all times. Fluid flows
continuously through the unit to provide cooling.
Under low speed acceleration, the tor que converter functions as follows:

GM – CAMARO 1982-1992 – Repair Guide (Checked by WxMax) 321

Fig. 6: Transmission mounts for vehi cles equipped with the 3.1L engine
10. Remove the torque arm-to-transmission bolts.
11. Remove the flywheel cover, t hen mark the relationship between the
torque converter and the flywheel so that these parts may be
reassembled in the same relationship.
12. Remove the torque converter-t o-flywheel attaching bolts.
13. Support the transmission with a ja ck, then remove the transmission
mount bolt.
14. Unbolt and remove the transmission crossmember.
15. Lower the transmission slightly. Disco nnect the throttle valve cable and
oil cooler lines from the transmission.
16. Support the engine using GM specia l tool BT-6424 or its equivalent.
Remove the transmission- to-engine mounting 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