Pressure FIAT PUNTO 1995 176 / 1.G Repair Manual

4A*2 Fuel system -
single-point
petrol Injection models
17 Unscrew the two bolts securing the fuel fell assembly to the Inlet manifold lower section, then carefully pull the injectors from Ihe manifold. Lift the fuel rail and injector assembly, with fuel hoses still connected, and position it to one side (see Illustration). 18 Disconnect the heater hose from the manifold stub. 19 Undo the engine oil dipstick tube bracket retaining bolt and the two bolts securing the *<ring harness support clips to the manifold. 20 Undo the ten manifold retaining nuts and remove the manifold from the cylinder head studs. Remove the gasket and discard It; a
now
one should be used on refitting. Refitting
21 Refitting is a reverse of the removal
procedure, noting the following points: a) Ensure that tha manifold and cylinder head mating surfaces are clean and dry. and fit
a
new manifold
gasf<et.
Refit the manifold and securely tighten its retaining nuts. b) Renew the sealing O'rlngs fitted between the manifold upper and lower sections if in any doubt about their condition. c) Ensure ail relevant hoses are reconnected to their original positions and are securely held (where necessary) by the retaining clips. d) Renew the injector O-ring seals, and smear them with a little Vaseline before assembling. e) Adjust the accelerator cable as descnbed in Section 4.
f) On completion, refill the cooling system as described in Chapter 1A.
11 Fuel injection system testing and adjustment
Refer to Chapter 4A.
12 Unleaded petrol -general information and usage
Refer to Chapter 4A.
10.16 Disconnect the wiring connectors and hoses from the fuel rail and manifold 1 Fuel injector harness wiring connector 2 Intake air temperature/pressure sensor wiring connector 3 Fuel pressure regulator vacuum hose 4
EVAP
purge valve hose
10.17 Lift off the fuel rail and injector assembly, with fuel hoses still connected, and position it to one side

4C»1
Chapter 4 PartC:
Fuel system - diesel models
Contents
Accelerator cable • removal, refitting and adjustment 3 Air cleaner and inlet system • removal and refitting 2
AJr
cleaner filter element - renewal See Chapter IB Fuet filter renewal See Chapter 1B Fuel gauge sender unit • removal and refitting 10 Fuel injection pump • removal and refitting 5 Fuel injectors - testing, removal and refitting 9
Fuel
system • priming and bleeding 4
Fuel
tank - removal and refitting 11 General Information and precautions 1
Idle speed - checking and adjustment See Chapter 1B Injection timing • checking methods 6 injection timing {Bosch fuel Injection pump) • checking and adjustment 7 Injection timing (Lucas fuel Injection pump) - checking and adjustment 8 Inlet manifold - removal and refitting 12 Turbocharger - description and precautions 13 Turbocharger - examination and renovation 15 Turbocharger - removal and refitting 14
Degrees of difficulty

Easy,
suitable for novice
with Ittle
p experience sS^
Fairly easy, suitable (or beginner with some experience
Fairly tfifficuit, suitable
for
competent ^
DIY
mechanic

Difficult, suitable
for ^ experienced DIY jR mechanic ^
Very difficult, ^ sutable for expert
DIY
S or professional ^
Specifications
General System type
Firing order
Injection pump (Bosch VE) Direction of rotation Static timing: Engine position Pump timing measurement Maximum engine speed
Injection pump (Lucas/CAV FT08) Direction of rotation Static timing: Engine position Pump timing measurement Maximum engine speed
injectors Type Opening pressure: Bosch Lucas: New After running in
RPM sensor Sensor-to-flywheel ring gear teeth gap — Winding resistance
Rear-mounted fuel tank, distributor fuel injection pump with integral transfer pump. Indirect Injection, Turbocharger on TDS, TD and TDSX models 1-3-4-2 (No
1
at timing belt end of engine)
Clockwise, viewed from sprocket end
No
1
piston at TDC 0.93 ± 0.05 mm 5200 to 5300 rpm
Clockwise, viewed from sprocket end
No 1 piston at TDC 0° ± 1° TDC (Note: Value shown on pump - see text} 5150150 rpm
Pintle
150 to 158 bar
124 to
131
bar 116lo123 bar
0.25 to 1.3 mm 680* 100 ohms

Fuel system - diesel models 4C*3
Torque wrench settings Nm Ibfft Fuel injection pump roar bracket .. . 29 21 Fuel Injection pump .... 25 18 Fuel Injectors 41 Fuel pipe union nuts .... 30 22 Inlet manifold .... 24 18 Lower oil tiller mounting and injection pump mounting nut ..... .... 71 S2 Turbocnarger to exhaust manifold .... <10 30 Upper Dtl filter mounting end injection pump mounting nut 98 72
1 General information and precautions
General information The fuel system consists of a rear-mounted fust tank, a fuel filter with integral water separator, a fuel injection pump, in|eciors and associated components. A turbocharger is fitted to TDS, TD and TDSX models. Fuel Is drawn from the fuel tank to the fuel Injection pump by a vane-type transfer pump Incorporated in the fuel injection pump. Before reaching tho pump, the fuel passes through a fuel filter, where foreign matter and water aro removed. Excess fuel lubricates the moving components of the pump, and Is then returned to the tank. On turbo models with the Bosch fuel Injection systom, an eiectncally operated heater is incorporated In the fuel filter housing. The fuel injection pump is driven at half-crankshaft speed by the timing belt. The nigh pressure required to inject tho fuel into the compressed air in the swirl chambers Is achlovod by a cam plate acting on a single piston on the Bosch pumo, or by two opposed pistons forced together by rollers running in a cam ring on the Lucas (CAV) pump. Tlie fuel passes through acentral rotor with a single outlet drilling which aligns With ports leading to the Injector pipes. Fuel metering is controlled by a centrifugal governor, which reacts to accelerator pedal
position end engine speed. The governor is linked lo a metering valve, which increases or decreases the amount of fuel delivered at each pumping stroke. On turbocharged models, a separate device also Increases luel delivery with increasing boost pressure. Basic injection timing is determined when the pump is fitted. When the engine is running, it Is varied automatically to suit the prevailing engine speed by a mechanism which turns the cam plate or ring, Tho four fuel injectors proouco a homogeneous spray of fuel Into the swirl chambers located In the cylinder head. The Injectors are calibrated to open end close at critical pressures lo provide efficient and even combustion. Each injector needle is lubricated by fuel, which accumulates In the spring chamber and is channelled to the injection pump return hose by loak-off pipes Bosch or Lucas fuel system components mBy be fitted, depending on the model. Components from the latter manufacturer are marked either CAV. Roto-dlesel or Con-diesel. depending on their date and place of manufacture. With the exception of the fuel filter assembly, replacement components must be of tho same make as those originally fitted. Cold starting is assisted by preheater or glow plugs fitted to each swirl chamber. On the Bosch injection pump, an automatic cold Injection advance device operated through a thermal switch, advances the injection timing by Increasing the fuel pressure. The device operates at coolant temperatures below 55° C,
A stop solenoid cuts the fuel supply to V* Injection pump rotor when the ignition i switched off (see illustration) Provided that the specified maintenance* earned out. the fuel injection equipment #» give long and trouble-free service, ft* j injection pump itself may well outlast tlx ' engine, The main potential cause of damage j to the injection pump and injectors is dirt e water in the fuel. 1 Servicing of the injection pump and injectwi: j, is very limited for tho home mechanic, antf dismantling or adjustment other than thtf described In this Chapter must be entrusted to ' a Rat dealer or fuel Injection specialist.
Precautions

A


Warning: It Is necessary to takt I certain precautions when woriong , on the fuel system component^ particularly the fuel Injectors. Befon carrying out any operations on tho fuel system, refer to the precautions given* Safety first! at the beginning of Mis manual, and to any additional wamlrq notes at the start of the relevant
Sections.

2 Air cleaner and inlet system ^ • removal and refitting S
Removal 1 Remove the air cleaner element u described In Chapter 1B (see illustration).
1.9 Stop solenoid on the injection pump 2.1 Releasing the air cleaner cover clips

Fuel system - diesel models 4C*3
bolt (Bosch)
4 Fuel system -priming and bleeding
The Injection pump Is self-priming and no special procedures are necessary to prime the fuel system. However where the luei system has been completely drained it (s helpful to loosen the injector union nuts while turning the engine on the starter motor In order to purge trooped air.
S Fuel injection pump • removal and refitting 5
Removal 1 Disconnect the battery negative terminal (refer to Disconnecting the battery In the Reference Section of this manual) 2 Remove the timing belt and Injection pump sprocket aa described in Chapter 2C. 3 Disconnect the accelerator cable from the fuel injection pump, with reference to Section 3. 4 Loosen the clip, or undo the banjo union, and disconnect the fuel supply hose. Recover the sealing washers from the banjo union, where applicable. Cover the open end of the hose, and raflt and cover the banjo bolt to keep dirt out. 5 Disconnect the main fuel return pipe and the injector leak-off return pipe banjo union. Recover the sealing washers from the banjo union Again, cover the open end of the hose and the banjo bolt to keep dirt out.
6.2a Remove the rubber bung ...
k
5.10a Injection pump lower mounting bolt removal (Bosch) 6 Disconnect all relevant wiring from the pump. 7 Unscrew the union nuts securing the Injector pipes to the fuel Injection pump and injectors. Counterhold the unions on Ihe pump, while unscrewing the pipe-to-pump union nuts. Remove the pipes as a set. Cover open unions lo keep dirt out. using small plastic begs, or fingers cut from discarded (but clean!) rubber gloves. 8 Mark the fuel Injection pump in relation to the mounting bracket, using a scriber or felt tip pen. This will ensure Ihe correct pump timing is retained when refitting. 9 Unscrew the bolt(s) from Ihe rear support bracket (see illustration) 10 Unscrew the mounting nuts/bolt, remove the special bracket, then remove the injection pump from the mounting bracket/housing (see illustrations).
Refitting 11 Locate the injection pump In the mounting bracket and align the marks mode on the pump and bracket before removal. If a new pump is being fitted, transfer the mark from the old pump to give an approximate setting. Locate the special bracket and fit the nuts/bolt loosely. 12 Refil Ihe rear support bracket and fit the bolts loosely. 13 Set up the injection timing, as described In Sections 7 and 8 (as applicable). 14 Refil and reconnect the injector fuel pipes. 15 Reconnect all relevant wiring to the pump. 16 Reconnect the fuel supply and return hoses, and tighten the unions, as applicable.
6.2b ... when checking the injection pump timing dynamically. Timing marks shown on flywheel and transmission casing
5.10b Removing the special Injection pump mounting brackot (Bosch)
5.10c Removing tho injection pump (Bosch) Use new sealing washers on the banjo unions. 17 Reconnect and adjust the accelerator . cable with reference to Section 3. i 16 Refit the Injection pump sprocket end timing belt as described in Chapter 2C. I 19 Reconnect Ihe battery negative terminal 20 Start the engine, and check for any ' leakage at the fuel unions. To enable the engine to start It may be necessary to loos® the injector union nuts while turning the engine on the starter motor in order to porgt trapped air. 21 Check and if necessary adjust the idle speed as described in Chapter 1B.
6 injection timing -checking methods
1 Checking the injection timing Is not e routlno operation. It Is only necessary aftorth* Injection pump has been disturbed. I 2 Dynamic timing equipment does exist, bulit ' is unlikely to be available to the hame I mechanic. Tho equipment works by I converting pressure pulses in an Injector pips into electrical signals. If such equipment« available, use it In accordance with Its maker's instructions using the liming mark
on
the flywheel (see illustrations). 3 Static timing as described In this Chaptai gives good results If carried out carefully. A dial test indicator will be needed, with probes and adapters appropriate to the typo of infection pump. Read through the procedures beto starting work, to find out what ts Involved.

Fuel system - diesel models 4C*3
8.5 Dial gauge (1), mounting bracket (2) and setting rod (3) In position on the injection pump (Lucas)
so that Its tip Is In contact with the bracket linkage (see Illustration). Position the dial gauge so that its plunger is at the mid-point of its travel and zero the gauge. 6 Rotate the crankshaft slowly in the correct direction of rotation (clockwise) until the crankshaft is positioned at TDC on No 1 piston with ell the sprocket timing marks aligned. 7 Check the reading on the dial gauge which should correspond to the value marked on the pump (there is a tolerance of * 0.04 mm). The timing value may be marked on a plastic disc attached to the front of the pump, or alternatively on a tag attached to Ihe pump control lever (see illustrations). 8 If adjustment is necessary, slacken the front pump mounting nuts/bolt and the raar mounting bolt, then slowly rotate tne pump body until the point is found where the specified reading is obtained on the dial gauge (access to the lower front bolt is gained through the hole in the injection pump sprocket). When the pump Is correctly positioned, tighten both its front mounting nuta/bolt and the rear bolt to their specified torque settings. 9 Withdraw the timing probe slightly, so that it
<s
positioned clear of the pump rotor dowel. Rotato the crankshaft ihrough one and three quarter rotations in the normal direction of rotation. 10 Slide the timing probe back Into position ensuring that it Is correctly seated against the guide sealing washer surface, not (he upper Hp, then zero the dial gauge. 11 Rotate the crankshaft slowly in the correct direction ol rotation to the TDC position and recheck the timing measurement 12 If adjustment Is necessary, slacken the pump mounting nuts and bolt and repeat the operations in paragraphs 6 to 11. 13 When the pump timing is correctly set. remove the dial gauge and mounting bracket and withdraw the timing probe. 14 Refit the screw and sealing washer to the guide and tighten it securely.
8.7a Pump timing value (x) marked on plastic diso (Lucas)
15 If the procedure is being carried out as part of the pump refilling sequence, proceed as described in Section 5. 16 If the procedure is being carried out with the pump fitted to the engine, refit the injector pipes tightening their union nuts to the specified torque setting. Reconnect the battery and refit the air inlet ducting. 17 Start the engine, and check for any leakage at the fuel unions. To enable the engine to start it may be necessary to loosen tho injector union nuts while turning the engine on the starter motor in order to purge trapped air. 18 Check and If necessary adjust the Idle speed as described In Chapter 1B.
9 Fuel Injectors -testing, removal and refitting Sk ^

A


Warning: Exercise extreme caution when working on the fuel injectors. Never expose the hands or any part of the body to Injector spray, as the high working pressure can cause the fuel to pen ot rate the skin, with possibly fatal results. You are strongly advised to have any work which involves testing the injectors under pressure carried out by a dealer or fuel Injection specie list.
Testing 1 Injectors do deteriorate with prolonged uso, and it is reasonable to expect them to need reconditioning or renewal after 60 000 miles
8.7b Pump timing values marked on label (1) and tag (2) (Lucas)
(100 000 km) or so. Accurate testing, overhaul and calibration of the Injectors must be left to a specialist. A defective injector which Is causing knocking or smoking can be located without dismantling as follows. 2 Run the engine at a fast idle. Slacken each Injector union In turn, placing rag around the union to catch spilt fuel, and being careful not to exposa the skin to any spray. When tho union on the defective Injector is slackened, the knocking or smoking will stop.
Removal 3 Remove ihe air Inlet ducting from tho front part of the onglne. 4 Carefully clean around the Injectors and injector pipe union nuts. 5 Pull the leak-off pipes from the injectors (see illustration). 6 Unscrow the union nuts securing Ihe injector pipes to the fuel Injection pump. Counterhold the unions on the pump when unscrewing the nuts. Cover open unions lo keep dirt out, using small plastic bags, or fingers cut from discarded (but clean!) rubber gloves. 7 Unscrew the union nuts and disconnect the pipes from the ln|ectors, If necessary, the Injector pipes may be completely removed-Note carefully the locations of the pipe clamps, for use when refitting. Cover tho onds ot (he injectors, to prevent dirt ingress. 8 Unscrew the injectors using a deep socket or box spanner, and remove Ihem from the cylinder head (see Illustration). 9 Recover the tire seal washers from the cy-linder head and discard them (see illustration).
9.5 Disconnecting the Injector leak-off pipes 9.8 Removing an injector

Fuel system - diesel models 4C*3
14.6 Nuts securing the exhaust downpipe to the exhaust manifold 14.8 Disconnecting the oil return pipe from tho turbocharger
13 Turbocharger -description and precautions
Description A turbocharger 1$ fitted to TDS, TD and SX models. It increases engine efficiency by raising the pressure In the inlet manifold above atmospheric pressure. Instead of the air simply being sucked Into the cylinders. It Is forced in. Additional fuel is supplied by the injection pump in proportion to the increased air inlet. Energy for the operation of the turbocharger comes from the exhaust gas. The gas flows through a specially-shaped housing (the turbine housing) and In so doing, spins the turbine wheel. The turbine wheel is attached lo a shaft, at the end of which is another vaned wheel known as the compressor wheel, The compressor wheel spins in Its own housing, snd compresses the inlet air on the way to the inlet manifold. Boost pressure (the pressure in the Inlet manifold) is limited by a wastegate, which diverts Ihe exhaust gas away from the turbine wheel In response to a pressure-sensitive actuator. A pressure-operaled switch operates a warning light on the instrument panel in the event of excessive boost pressure developing. The turbo shaft is pressure-lubricated by an oil feed pipe from the main oil gallery The shaft floats on a cushion of oil. A drain pipo returns the oil to the sump.
Precautions The turbocharger operates at extremely high speeds and temperatures. Certain precautions must be observed, to avoid premature failure of the turbo, or injury to the operator. Do not operate the turbo with any of its parts exposed, or with any of ils hoses removed. Foreign objects falling onto the rotating vanes could cause excessive
damage, and (if ejected) personal injury. Do not race the engine immediately after start-up, especially if it Is cold. Give the oil a few seconds lo circulate. Always allow the engine to return to idle speed before switching il off - do not blip the throttle and switch off, as this will leave the turbo spinning without lubrication. Allow the engine to idle lor several minutes before switching off after a high-speed run. Observe the recommended intervals for oil and filter changing, and use a reputable oil of the specified quality. Neglect of oil changing, or use of Inferior oil, can cause carbon formation on the turbo shaft, leading to subsequent failure.
14 Turbocharger -removal and refitting
8 Disconnect the oil return pipe from the turbocharger (see Illustration). 9 Unscrew the bolt securing the mounting bracket to the cyfindar block. 10 Unscrew the mounting nuts and withdraw the turbocharger from the studs in Ihe exhaust manifold. Recover the gasket. II It Is to be refitted, store the turbocharger carefully, and plug its openings to prevent dirt ingress.
Refitting 11 Refitting Is a reversal of removal, bearing in mind the fallowing points: a) if a new turbocharger Is being fitted, change the engine oil and filter. b) Tighten ail nuts and bolts to the specified torque. c) Before starting the engine, prime the turbo lubrication circuit by disconnecting the stop solenoid iead at the injection pump, and cranking the engine on the starter for three ten-second bursts.
Removal 1 Remove the battery as described in Chapter 5A. 2 Unbolt and remove the relay guard and bracket from the left-hand side of Ihe engine. 3 Remove the air cleaner and ducting as descnbed in Section 2. 4 Loosen the clips and remove the air outlet duct between tho turbocharger and inlet manifold. Also disconnect the air inlet duct from the turbocharger. 6 Appty the handbrake, then jack up tho front of the vohicle and support on axle stands (see Jacking and vehicle support). 6 Bend back the locking tabs (if fitted) and unscrew the nuts securing the exhaust downpipe lo the exhaust manifold (see Illustration). Disconnect the downpipe from the exhaust system (refer to Part 4D) end remove it from under the vehicle. Recover tne gasket. 7 Unscrew ihe union nut and disconnect the oil supply pipe from the turbocharger. Recover the copper ring and tape over the end of the pipe 10 prevent dust entry.
15 Turbocharger -examination and renovation l
1 With the turbocharger removed, inspect the housing for cracks or other visible damage. 2 Spin the turbine or the compressor wheel, to verify that the shaft is intact and to feel for excessive shake or roughness. Some play is normal, since in use, the shaft is floating on a film of oil. Check that the wheel vanes are undamaged. 3 The wastegate and actuator are Integral, and cannot be checked or renewed separately. Consul! a Flat dealer or other specialist If it is thought that testing or renewal is necessary. 4 If tho exhaust or induction passages are ail* contaminated, Ihe turbo shaft oil seals have probably failed. 6 No DIY repair of the turbo is possible. A new unit may be available on an exchange basis,

4D«1
Chapter 4 Part D:
Exhaust and emission control systems
Contents
Catalytic converter - general Information and precautions 7 Crankcase emission system • general information 3 Evaporative loss emission control system • information and component renewal 2
Degrees of difficulty
Exhaust manifold - removal and refitting 5 Exhaust system - general information and component renewal .... 6 General information 1 Lambda oxygen sensor - removal and refitting 4

Easy, suitable
tor novice with fittie ^
1 experience
Fairly easy, suitable for beginner with ^ some experience ^
Fairiy dfficult, lb suitable for competent ^ DIY mechanic ^
Difficult, suitable for experienced DIY ^ mechanic
Very difficult, ^ suitable far expert DIY or professional
Specifications
Torque wrench settings Exhaust down pipe to manifold Exhaust manifold Exhaust system mounting Exhaust to catalytic converter: M8 M10x1.25
Nm Ibfft 24 18 24 18 27 20
24 18 40 30 53 39
1 General information
Emission control systems All petrol engine models use unleaded petrol and are controlled by engine management systems that are 'tuned' to give the best compromise between driveability. luel consumption and exhaust emission production. In addition, a number of systems are fitted that help to minimise other harmful emissions: a crankcase emission-control system (petrol models only) that reduces the release of pollutants from the crankcase, an evaporative loss emission control system (petrol models only) to reduce the release of hydrocarbons from the fuel tank, a catalytic converter (petrol and diesel models) to reduce exhaust gas pollutants, and an Exhaust Gas Recirculation (EGR) system (turbo diesel models only) to reduce exhaust emissions. Crankcase emission control To reduce the emission of unburned hydrocarbons from the crankcase Into the atmosphere, the engine is sealed and the blow-by gases and oil vapour are drawn from inside the crankcase, through a flame trap.
into the inlet tract to be burned by the engine during normal combustion. Under conditions of high manifold depression (idling, deceleration) the gases will by sucked positively out of the crankcase. Under conditions of low manifold depression (acceleration, full-throttle running) ihe gases are forced out of the crankcase by the (relatively) higher crankcase pressure: if the engine is worn, the raised crankcase pressure (due to increased blow-by) will cause some of the flow to return under all manifold conditions. Exhaust emission control -petrol models To minimise the amount of pollutants which escape Into the atmosphere, a catalytic converter is fitted In the exhaust system. The fuel system is of the closed-loop type, in which a Lambda (or oxygen) sensor In the exhaust system provides the engine management system ECU with constant feedback, enabling the ECU to adjust the air/fuel mixture to optimise combustion. The Lambda sensor has a heating element built-in that Is controlled by the ECU through the Lambda sensor relay to quickly bring the sensor's tip to Its optimum operating temperature. The sensor's tip Is sensitive to oxygen and relays a voltage signal to the ECU
that varies according on the amount of oxygen In the exhaust gas. If the inlet air/fuel mixture is too rich, the exhaust gases are low in oxygen so the sensor sends a low-voltage signal, the voltage rising as the mixture weakens and the amount of oxygen rises In the exhaust gases. Peak conversion efficiency of all major pollutants occurs if the inlet air/fuel mixture Is maintained at the chemlcally-con*ect ratio for the complete combustion of petrol of 14.7 parts (by weight) of air to
1
part of fuel (the stoichiometric ratio). The sensor output voltage alters in a large step at this point, the ECU using the signal change as a reference point and correcting the Inlet air/fuel mixture accordingly by altering the fuel Injector pulse width. Exhaust emission control -diesel models An oxidation catalyst is fitted in the exhaust system of all diesel engine models. This has the effect of removing a large proportion of the gaseous hydrocarbons, carbon monoxide and particulates present in the exhaust gas. An Exhaust Gas Recirculation (EGR) system Is fitted to all turbo diesel engine models. This reduces the level of nitrogen oxides produced during combustion by Introducing a proportion of the exhaust gas back into the inlet manifold, under certain engine operating

5A»1
Chapters Part A:
Starting and charging systems
Contents
Alternator - brush holder/regulator module renewal 6 Alternator/charging system • testing in vehicle 4 Alternator • removal and refitting 5 Auxiliary drivebelt • removal, refitting and adjustment See Chapter 1A or 1B Battery • condition check See Weekly Checks Battery • removal and refitting 3
Battery - testing and charging 2 Electrical fault finding • general Information See Chapter 12 General Information and precautions 1 Starter motor • removal and refitting 8 Starter motor - testing and overhaul 9 Starting system - testing 7
Degrees of difficulty
Easy, suitable for & novice with Tittle jg experience ^
Fairly easy, suitable ^ for beginner with some experience 3J
Fairly tfifftait, J^ sutable for competent ^ DIYmechanic ^
Difficult, suitable for ^ experienced D!Y mechanic ^
Verydtfficult, jk stitable far expert DfY X or professional ^
Specifications
General System type 12 volt, negative earth
Starter motor Type: Petrol engines Magneti-Marelli pre-engaged Diesel engines Bosch pre-engaged with reduction gear Output: 5A Petrol engines 0.8 kW (1108 cc) or 0.9 kW (1242 cc) Diesel engines 1.7 kW
Battery Capacity: Petrol engines 32 to 50 amp/hr Diesel engines 60 amp/hr Charge condition: Poor 12.5 volts Normal 12.6 volts Good 12.7 volts
Alternator Type Magneti-Marelli Output 65 to 85 amp
Torque wrench settings Nm ibt ft Alternator 60 44 Battery tray 29 21 Oil pressure switch: Petrol engine 32 24 Diesel engine 37 27

Ignition system - petrol models 5B®3
Chapter 1A tor further information. Also check tnat tha accelerator cable is correctly adjusted
as
described in the relevant part of Chapter 4. If the engine is running very roughly, check the compression pressures and the valve clearances as descnbed In the relevant parts of Chapters 1 and 2. 2
H
these checks fall to reveal the cause of the problem, the vehicle should be taken to a suitably equipped Fiat dealer for testing. A wiring block connector Is Incorporated in the engine management circuit Into which a special electronic diagnostic tester can be plugged. The tester will locate the fault quickly and simply alleviating the need to test all the system components Individually which is a time consuming operation that carries a high risk of damaging the ECU. 3 The only Ignition system checks which can
oe
earned out by the home mechanic are those cescribed in Chapter 1A, relating to the spark plugs, and the ignition coll test descnbed In this Chapter. If necessary, the system wiring and wiring connectors can oe checked as descnbed in Chapter 12, Section 2, ensuring that the ECU wiring connector(s) have first
been
disconnected.
3 Ignition HT coil - ^ removal, testing and refitting
Removal 1 On 6-valve engines, unscrew the boll and remove the plastic cover from the left-hand
end
of the cylinder head (see Illustration). On 15-valve engines, remove the air cleaner, resonator and Inlet air duct as described in Chapter 4B. 2 Identify the two HT leads for position then disconnect them from the coil HT terminals jsee illustration). 3 Disconnect the LT wiring plug.
4 Unscrew the mounting bolts and remove the relevant ignition coil from the end of the cylinder head,
Testing 5 Testing of the coil consists of using a multimeter set to its resistance function, to check the primary and secondary windings for continuity and resistance. Compare the results obtained to those given In the Specifications at the start of this Chapter. Note the resistance of the coil windings varies slightly according to the coil temperature; the results In the Specifications are approximate values for the coil at 20°C. 6 Check that there is no continuity between the HT lead terminals and the coil body/ mourning bracket. 7 Note that with the ignition switched on and the engine stationary, voltage will only be supplied to the ignition cotls for approx-imately 2 seconds. However, when tho engine is being cranked or running, voltage will be continually supplied. 8 If faulty, the coil should be renewed.
Refitting 9 Refitting ts a reversal of the removal procedure ensuring that the winng and HT leads are correctly reconnected (see illustration).
4 ignition timing • checking and adjustment
1 The Ignition timing is constantly being monitored and adjusted by the engine management ECU, and although it is possible to check the base ignition liming using a standard timing light It is not possible to adjust it. 2 For those wishing to check the ignition timing a stroboscope timing light will be required, and it will need to be the type which
3.1 Removing the ignition coll cover
can determine the amount of advance from the TDC markings on the crankshaft pulley or flywheel. It Is recommended that the timing mark is highlighted as follows. 3 Remove the plug from the top of the transmission then turn tho engine slowly (raise the front right-hand wheel and engage 4th gear) until the timing mark scribed on the edge of the flywheel appears in the aperture. Highlight the line with quick-drying white paint - typist's correction fluid is ideal. 4 Start the engine and run It to normal operating temperature, then stop it. 5 Connect the timing light to No 1 cylinder spark plug lead (No 1 cylinder Is at the timing belt end of the engine) as described in the timing light manufacturer's Instructions. 6 Start the engine, allowing it to idle at the specified speed (Chapter 1A), and point the timing light at the transmission housing aperture. Adjust the timing light until the TDC marks are aligned with each other and read off the amount of advance. 7 If the ignition timing is incorrect, the car should be taken to a Fiat dealer who will be able to check the system quickly using special diagnostic equipment. 8 After making the check stop the engine, disconnect the timing light and refit the plug to the transmission.
3.2 HT terminals (1) and LT wiring plugs (2) on the two ignition colls 3.9 Ignition colt connections

6*1
Chapter 6
Clutch
Contents
Clutch - adjustment Clutch assembly - removal, inspection and refitting Clutch cable • removal and refitting Clutch hydraulic system - bleeding
Degrees of difficulty
2 Clutch master cylinder • removal and refitting 5 7 Clutch release mechanism - removal, Inspection and refitting 8 3 Clutch slave cylinder - removal and refitting 6 4 General information 1

Easy, suitable for
novice with little experience oi^

Faidy easy,
suitable for beginner
with
^
some
experience
Fairly difficult, suitable
for
competent ^
DIY
mechanic ^
Difficiit, suitable for ^ experienced DIY JR mechanic ^

V<*y difficult,
jk
suitable
for expert
DIY
« or professional ^
Specifications
General Type
Clutch pedal travel (cable-operated mechanism)
Friction plate diameter 8-valve petrol engines 16-valve petrol engines Diesel engines
Torque wrench setting Pressure plate retaining bolts
Single dry plate with diaphragm spring, cable- or hydraullcally-operated according to model 140.0 ± 5.0 mm
181.5 mm 190.0 mm 200.0 mm
Nm Ibf ft 16 12
1 General information
Vehicles with manual transmission are fitted with a pedal operated single dry plate clutch system. When the clutch pedal is depressed, effort is transmitted to the clutch release mechanism either mechanically by means of a cable, or hydraullcally by means of a master
2.5 Clutch cable adjustment
cylinder and slave cylinder. The release mechanism transfers effort to Ihe pressure plate diaphragm spring, which withdraws the pressure plate from the flywheel and releases the driven plate-Where applicable, the hydraulic fluid employed in the clutch system is the same as that used in the braking system, hence fluid is supplied to the master cylinder from a tapping on the brake fluid reservoir. The clutch hydraulic system must be sealed before work Is carried out on any of its components and then on completion, topped up and bled to remove any air bubbles.
2 Clutch - % adjustment §§ ^
Note: This procedure applies to models fitted with a cable-operated dutch
release
mechanism. No adjustment is possible on models with the hydrauHcaSy-operated system. 1 The clutch adjustment Is checked by measuring the clutch pedal travel. If a new cable has been fitted, settle it in position by depressing the clutch pedal at least thirty times. 2 Ensure that there are no obstructions
beneath the clutch pedal then measure the distance from the centre of the clutch pedal pad to the base of the steering wheel with the pedal In the at-rest position. Depress the clutch pedal fully to the floor, and measure the distance from the centre of the clutch pedal pad to the bata of the steering wheel. 3 Subtract the first measurement from the second to obtain the clutch pedal travel. If this is not with the range given in the Specifications at the start of this Chapter, adjust the clutch as follows. 4 The clutch cable Is adjusted by means of the adjuster nut on the transmission end of the cable. Access to the nut is from under the vehicle. Apply the handbrake then jack up the front of the vehicle and support on axle stands (see Jacking and vehicle support). 5 Working under the left-hand side of the engine compartment, slacken the locknut from the end of the clutch cable. Adjust the position of the adjuster nut. then depress the clutch pedal ten times and re-measure the dutch pedal travel. Repeat this procedure until the clutch pedal travel is as specified (see illustration). 6 Once the adjuster nut Is correctly positioned, and the pedal travel Is correctly set, securely tighten the cable locknut then lower the vehicle to the ground.