1982 CHEVROLET CAMARO width

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) 503
Mount the engine block into the engine
stand and wash it one last time using
water and detergent (dishwashing deter gent works well). While washing it,
scrub the cylinder bores with a soft bristl e brush and thoroughly clean all of the
oil passages. Completely dry the engin e and spray the entire assembly down
with an anti-rust solution such as WD-40 or similar product. Take a clean lint-
free rag and wipe up any excess anti-rust solution from the bores, bearing
saddles, etc. Repeat the final cleaning process on the crankshaft. Replace any
freeze or oil galley plugs which we re removed during disassembly.
CRANKSHAFT 1. Remove the main bearing inserts from the block and bearing caps.
2. If the crankshaft main bearing journal s have been refinished to a definite
undersize, install the correct undersize bearing. Be sure that the bearing
inserts and bearing bores are clean. Fo reign material under inserts will
distort bearing and cause failure.
3. Place the upper main bearing inse rts in bores with tang in slot.
The oil holes in the beari ng inserts must be aligned with the oil holes in the
cylinder block.
4. Install the lower main bearing inserts in bearing caps.
5. Clean the mating surfaces of block and rear main bearing cap.
6. Carefully lower the crankshaft into place. Be careful not to damage
bearing surfaces.
7. Check the clearance of each main bearing by using the following
procedure: a. Place a piece of Plastigage® or its equivalent, on bearing surface
across full width of bearing cap and about
1/4 in. off center.

GM – CAMARO 1982-1992 – Repair Guide (Checked by WxMax) 505
b. Install cap and tighten bolts to spec
ifications. Do not turn crankshaft
while Plastigage® is in place.
c. Remove the cap. Using the supplie d Plastigage® scale, check width of
Plastigage® at widest point to get maximum clearance. Difference
between readings is ta per of journal.

Fig. 8: After the cap is removed again, use the sca le supplied with the gauging
material to check the clearance
d. If clearance exceeds specified lim its, try a 0.001 in. or 0.002 in.
undersize bearing in combination with the standard bearing. Bearing
clearance must be within specified limits. If standard and 0.002 in.
undersize bearing does not bring clearance within desired limits, refinish
crankshaft journal, then inst all undersize bearings.
5. If equipped with a rope or two-piece r ear main seal, Install it now.
6. After the bearings have been fitted, apply a light coat of engine oil to the
journals and bearings. Install the rear main bearing cap. Install all
bearing caps except the thrust bearing cap. Be sure that main bearing
caps are installed in original locati ons. Tighten the bearing cap bolts to
specifications.
7. Install the thrust bearing cap with bolts finger-tight.
8. Pry the crankshaft forward against the thrust surface of upper half of
bearing.
9. Hold the crankshaft forward and pry the thrust bearing cap to the rear.
This aligns the thrust surfaces of both halves of the bearing.
10. Retain the forward pressure on t he crankshaft. Tighten the cap bolts to
specifications.

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.

GM – CAMARO 1982-1992 – Repair Guide (Checked by WxMax) 735

Fig. 2: IAC valve installation
MULTI-PORT FUEL INJECTION SYSTEMS

SYSTEM DESCRIPTIONS
The Multi-Port Fuel Injection (MPFI or MFI) systems were first introduced on the
1985 models. They may be called different names (Port Fuel Injection-PFI,
Tuned Port Injection-TPI, Sequential Fuel Injection-SFI), however, all of the
systems are similar in operation.
The systems are controlled by an Elec tronic Control Module (ECM) which
monitors the engine operations and gen erates output signals to provide the
correct air/fuel mixture, ignition timing and idle speed. Input information to the
ECM is provided by the oxygen sens or, temperature sensors, detonation
sensor, mass air flow sensor and throttle position sensor. A system may use all
or some of these sensors, depending on the year and engine application. The
ECM also receives information concerning engine rpm, road speed,
transmission gear position, power steer ing and air conditioning status.
All of the systems use multiple injector s, aimed at the intake valve at each
intake port, rather than the centrally lo cated injector(s) found on the earlier
Throttle Body Injection (TBI) and Crossfir e Injection systems. The injectors are
mounted on a fuel rail and ar e activated by a signal from the electronic control
module. The injector is a solenoi d-operated valve which remains open
depending on the width of t he electronic pulses (length of the signal) from the
ECM; the longer the open time, the more f uel is injected. In this manner, the
air/fuel mixture can be precisely c ontrolled for maximum performance with
minimum emissions.
There are two different types of f uel management systems used on the multi-
port fuel injection engines. The mass air flow system and the speed density
system.