1982 CHEVROLET CAMARO wheel

GM – CAMARO 1982-1992 – Repair Guide (Checked by WxMax) 15
FENDERS
REMOVAL & INSTALLATION

Fig. 1: Fender removal
1. Disconnect the negative battery cable.
2. Remove the hood.
3. Raise and safely support the vehicle.
4. Remove the lower fender bolts and inner wheel house panel.
5. Remove the rocker panel molding.
6. Remove the lower front end panel deflector-to-fender bolts.
7. Remove the bolt from the support brace.

GM – CAMARO 1982-1992 – Repair Guide (Checked by WxMax) 16
8. Remove the front end bumper fa
scia-to-fender nuts and screws.
9. Remove the hood hinge-to-fender bolts.
10. Disconnect all electrical connections from horn, turn signal lamps, etc.
11. Remove the fender by sliding rearward and outward, at rear, with the aid of
an assistant. Place an old blanket over the fender as to avoid scratches or
dents.
To install:
12. Install the fender with the aid of an assistant. Plac e an old blanket over the
fender as to avoid scratches or dents.
13. Connect all electrical connections to the horn, turn signal lamps, etc.
14. Install the hood hinge-to-fender bolts.
15. Install the front end bumper fascia-to-fender nuts and screws.
16. Install the bolt at the support brace.
17. Install the lower front end panel deflector-to-fender bolts.
18. Install the rocker panel molding.
19. Install the lower fender bol ts and inner wheel house panel.
20. Install the hood.
21. Disconnect the negative battery cable. Align the fender and hood as
necessary, placing existing shims in original positions.

GM – CAMARO 1982-1992 – Repair Guide (Checked by WxMax) 48
BRAKES

BASIC OPERATING PRINCIPLES
Hydraulic systems are used to actuate t he brakes of all modern automobiles.
The system transports the power required to force the frictional surfaces of the
braking system together from the pedal to the individual brake units at each
wheel. A hydraulic system is used for two reasons.
First, fluid under pressure can be carried to all parts of an automobile by small
pipes and flexible hoses without taking up a significant amount of room or
posing routing problems.
Second, a great mechanical advantage can be given to the brake pedal end of
the system, and the foot pressure requi red to actuate the brakes can be
reduced by making the surface area of t he master cylinder pistons smaller than
that of any of the pistons in t he wheel cylinders or calipers.
The master cylinder consists of a flui d reservoir along with a double cylinder
and piston assembly. Double type master cylinders are designed to separate
the front and rear braking systems hydraulic ally in case of a leak. The master
cylinder coverts mechanical motion from t he pedal into hydraulic pressure within
the lines. This pressure is translated back into mechanical motion at th\
e wheels
by either the wheel cylinder (drum brak es) or the caliper (disc brakes).
Steel lines carry the brake fluid to a po int on the vehicle's frame near each of
the vehicle's wheels. The fluid is then ca rried to the calipers and wheel cylinders
by flexible tubes in order to allow for suspension and steering movements.
In drum brake systems, each wheel cylinde r contains two pistons, one at either
end, which push outward in opposite direct ions and force the brake shoe into
contact with the drum.
In disc brake systems, the cylinders ar e part of the calipers. At least one
cylinder in each caliper is used to fo rce the brake pads against the disc.
All pistons employ some type of seal, us ually made of rubber, to minimize fluid
leakage. A rubber dust boot seals the outer end of the cylinder against dust and
dirt. The boot fits around the outer end of the piston on disc brake calipers, and
around the brake actuating rod on wheel cylinders.
The hydraulic system operates as follows : When at rest, the entire system, from
the piston(s) in the master cylinder to t hose in the wheel cylinders or calipers, is
full of brake fluid. Upon app lication of the brake pedal, fluid trapped in front of
the master cylinder piston(s) is forced through the lines to the wheel cylinders.
Here, it forces the pistons outward, in the case of drum brakes, and inward
toward the disc, in the case of disc brakes. The motion of the pistons is
opposed by return springs mounted outside the cylinders in drum brakes, and
by spring seals, in disc brakes.

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Upon release of the brake pedal, a spri
ng located inside the master cylinder
immediately returns the master cylinder pistons to the normal position. The
pistons contain check valv es and the master cylinder has compensating ports
drilled in it. These are uncovered as the pistons reach their normal position. The
piston check valves allow fluid to flow to ward the wheel cylinders or calipers as
the pistons withdraw. Then, as the return springs force the brake pads or shoes
into the released position, the excess fluid reservoir through the compensating
ports. It is during the time the pedal is in the released position that any fluid that
has leaked out of the syst em will be replaced through the compensating ports.
Dual circuit master cylinders employ tw o pistons, located one behind the other,
in the same cylinder. The primary pist on is actuated directly by mechanical
linkage from the brake peda l through the power booster. The secondary piston
is actuated by fluid tra pped between the two pistons. If a leak develops in front
of the secondary piston, it moves forward until it bottoms against the front of the
master cylinder, and the fluid trapped betw een the pistons will operate the rear
brakes. If the rear brakes develop a l eak, the primary piston will move forward
until direct contact with the secondary pi ston takes place, and it will force the
secondary piston to actuate the front brakes. In either case, the brake pedal
moves farther when the brakes are applied, and less braking power is available.
All dual circuit systems use a switch to wa rn the driver when only half of the
brake system is operational. This switch is usually located in a valve body which
is mounted on the firewall or the frame below the master cylinder. A hydraulic
piston receives pressure from both circui ts, each circuit's pressure being applied
to one end of the piston. When the pressures are in balance, the piston remains
stationary. When one circuit has a leak, however, the greater pressure in that
circuit during application of the brakes will push the piston to one side, closing
the switch and activating the brake warning light.
In disc brake systems, this valve body also contains a metering valve and, in
some cases, a proportioning valve. The metering valve keeps pressure fro\
m
traveling to the disc brakes on the front wheels until the brake shoes on the rear
wheels have contacted the drums, ensuri ng that the front brakes will never be
used alone. The proportioning va lve controls the pressure to the rear brakes to
lessen the chance of rear wheel lo ck-up during very hard braking.
Warning lights may be tested by depressi ng the brake pedal and holding it while
opening one of the wheel cyli nder bleeder screws. If this does not cause the
light to go on, substitute a new lamp , make continuity checks, and, finally,
replace the switch as necessary.
The hydraulic system may be checked for leaks by applying pressure to the
pedal gradually and steadily. If the pedal sinks very slowly to the floor, the
system has a leak. This is not to be conf used with a springy or spongy feel due
to the compression of air within the lin es. If the system leaks, there will be a
gradual change in the position of the pedal with a constant pressure.
Check for leaks along all lines and at wheel cylinders. If no external leaks are
apparent, the problem is inside the master cylinder.

GM – CAMARO 1982-1992 – Repair Guide (Checked by WxMax) 50
DISC BRAKES
Instead of the traditional ex
panding brakes that press out ward against a circular
drum, disc brake systems utilize a disc (rotor) with brake pads positioned on
either side of it. An easily-seen analog y is the hand brake arrangement on a
bicycle. The pads squeeze onto the rim of the bike wheel, slowing its motion.
Automobile disc brakes use the identical principle but apply the braking effort to
a separate disc instead of the wheel.
The disc (rotor) is a casting, usually eq uipped with cooling fins between the two
braking surfaces. This enables air to ci rculate between the braking surfaces
making them less sensitive to heat bui ldup and more resistant to fade. Dirt and
water do not drastically affect braking ac tion since contaminants are thrown off
by the centrifugal action of the rotor or scraped off the by the pads. Also, the
equal clamping action of the two brake pad s tends to ensure uniform, straight
line stops. Disc brakes are inherently se lf-adjusting. There are three general
types of disc brake:
1. A fixed caliper.
2. A floating caliper.
3. A sliding caliper.
The fixed caliper design uses two pistons mounted on either side of the rotor (in
each side of the caliper). The caliper is mounted rigidly and does not move.
The sliding and floating designs are quite similar. In fact, these two types are
often lumped together. In both designs, the pad on the inside of the rotor is
moved into contact with the rotor by hy draulic force. The caliper, which is not
held in a fixed position, moves slightly, bringing the outside pad into contact with
the rotor. There are various methods of attaching floating calipers. Some pivot
at the bottom or top, and some slide on mounting bolts. In any event, the end
result is the same.
DRUM BRAKES
Drum brakes employ two brake shoes mounted on a st ationary backing plate.
These shoes are positioned inside a circul ar drum which rotates with the wheel
assembly. The shoes are held in place by springs. This allows them to slide
toward the drums (when they are applied) while keeping the linings and drums
in alignment. The shoes are actuated by a wheel cylinder which is mounted at
the top of the backing plat e. When the brakes are app lied, hydraulic pressure
forces the wheel cylinder's actuating links outward. Since these links bear
directly against the top of the brake s hoes, the tops of the shoes are then forced
against the inner side of the drum. This action forces the bottoms of the two
shoes to contact the brake drum by rotati ng the entire assembly slightly (known
as servo action). When pressure within the wheel cylinder is relaxed, return
springs pull the shoes back away from the drum.
Most modern drum brakes are designed to self-adjust themselves during
application when the vehicle is moving in reverse. This motion causes both

GM – CAMARO 1982-1992 – Repair Guide (Checked by WxMax) 54

Fig. 2: Adjusting the rear drum brakes
The drum brakes are designed to self -adjust when applied with the car moving
in reverse. However, they can al so be adjusted manually. This manual
adjustment should also be performed when ever the linings are replaced.
1. Use a punch to knock out the lanced ar ea in the brake backing plate. If this
is done with the drum installed on the car, the drum must then be removed
to clean out all metal pieces. After adj ustments are complete, obtain a hole
cover to prevent entry of dirt and water into the brakes.
On many vehicles the metal plat e may have already been removed and
replaced with a rubber plug
2. Use an adjusting tool especially m ade for the purpose to turn the brake
adjusting screw star wheel. Use a smal l screwdriver to push the adjusting
lever away from star wheel when adj usting brakes. Expand the shoes until
the drum can just be turned by hand. The drag should be equal at all the
wheel.
3. Back off the adjusting screw 12 notches. If the shoes still are dragging
lightly, back off the adjusting screw one or two additional notches. If the
brakes still drag, the par king brake adjustment is in correct or the parking
brake is applied. Fi x and start over.
4. Install the hole cover into the drum.
5. Check the parking brake adjustment.

GM – CAMARO 1982-1992 – Repair Guide (Checked by WxMax) 68

Fig. 2: Rear brake lines
Metal lines and rubber brake hoses shou ld be checked frequently for leaks and
external damage. Metal li nes are particularly prone to crushing and kinking
under the vehicle. Any such deformation can restrict the proper flow of fluid and
therefore impair braking at the wheels. Rubber hoses should be checked for
cracking or scraping; such damage can cr eate a weak spot in the hose and it
could fail under pressure.
Any time the lines are removed or di sconnected, extreme cleanliness must be
observed. Clean all joints and connecti ons before disassembly (use a stiff
bristle brush and clean brake fluid); be su re to plug the lines and ports as soon
as they are opened. New lines and hoses should be flushed clean with brake
fluid before installation to re move any contamination.

GM – CAMARO 1982-1992 – Repair Guide (Checked by WxMax) 70
3. Remove any wheel and tire asse
mblies necessary for access to the
particular line you are removing.
4. Thoroughly clean the su rrounding area at the joints to be disconnected.

Fig. 5: Use a brush to cl ean the fittings of any debris
5. Place a suitable catch pan under the joint to be disconnected.
6. Using two wrenches (one to hold th e joint and one to turn the fitting),
disconnect the hose or line to be replaced.