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Most Camaro/Firebird clutches are hydraulically operated. Hard pedal is usually caused by internal clutch failure. Either the clutch disc is so worn that the geometry in relation to the clutch pressure plate is askew. Or the release bearing is binding on the front transmission sleeve. Pressure from the release bearing progressively pushes at an increasingly oblique angle as the clutch wears. This normal progression will eventually case damage to one or more of the following items: Clutch
Slave and/or Master Cylinder Another cause for hard pedal is failure of the clutch release bearing. This occurs more commonly on older vehicles that have a shift fork & pivot arrangement. Usually the initial cause is wear of the clutch release fork and the fork pivot ball. As the pivot and socket wear, proper geometry is compromised and lateral pressure on the release bearing is increased. When the bearing fails, damage to the transmission front bearing cover follows quickly. Address this symptom as soon as it is recognized. Continued use of the clutch after a hard pedal exists WILL damage other costly items.
Clutch Chatter (a vibration or repeated 'jumping' as the clutch is engaged): Chatter can be caused by a damaged pressure plate, clutch disc, flywheel, pilot bearing, motor mounts, transmission mount, universal joints, or engine misfire. Diagnosis is required. Simply replacing the clutch may NOT be the answer. This is a very common failure pattern for Camaros and Firebirds. One possible cause is an overheated flywheel. 'Hotspots' begin to appear on the flywheel when its surface temperature exceeds approximately 1500 degrees Fahrenheit. Stock flywheels, when subjected to performance activity, do not dissipate heat fast enough to prevent reaching this threshold. The flywheel surface overheats and the metal changes its physical properties. Surface wear and friction coefficient become uneven. This causes the clutch to engage unevenly and vibrate. Always inspect flywheels carefully prior to resurfacing. Once the surface is ground by a diamond wheel, you will not be able to see the surface irregularities. You will end up installing a bad flywheel and having to redo the entire job immediately. For most drivers, I recommend using only a steel billet replacement flywheel (available from several manufacturers). For out-and-out performance drivers, there are several brands of lightweight aluminum racing flywheels available. Prior to replacing your clutch, make sure that the engine is running correctly. Many times a misfire under load is misdiagnosed as a clutch chatter problem. To cure clutch chatter, replace the entire clutch kit (plate, disc, release bearing, and pilot bearing), carefully inspect the flywheel and replace if hotspots are present. Pull-type clutches come as replacement kits that include the flywheel. Check motor mounts and transmission mount for breakage and/or sagging. Inspect universal joints.
Friction and binding cause noises. They also cause damage! Camaros make noise when driveline geometry is out of whack. Look closely as motor/transmission mounts. Inspect the bellhousing bolts for tightness and alignment. It takes only two or three cross-threaded bellhousing bolts to cause serious misalignment of transmission-to-engine coupling. Don't
wait for the noise to go away. It won't. It
will only get more expensive. Get the vehicle
into the shop, now.
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