lock FIAT 127 1983 3.G Workshop Manual

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2. Specifications

Capacities (1049 cc models )
Engine oil (including filter change)
L, C and CL ... ... ... ... ... ... ... ... … 5.5 pints (3.1 litres)
Sport ... ... ... ... ... ... ... ... ... 7.7 pi nts (4.4 litres)

Coolant ... ... ... ... ... ... ... ... … 9.7 pints (5.5 litres)

Fuel ... ... ... ... ... ... ... ... … 6.7 gallons (30 .5 litres) including 6.2 pints
(3.5 litres) reserve

Transmission oil ... … ... ... ... ... ... ... . 4.2 pints (2.4 l itres)


1049 cc OHC engine
General
Type number ... ... ... ... ... ... ... ... … 127 A 000 (C, L and CL);
127 A1.000 (Sport)
Bore ... ... ... ... ... ... ... ... … 2.992 in (76 mm)
Stroke ... ... ... ... ... ... ... ... ... 2.276 in (57.8 mm)
Capacity ... ... ... ... ... ... ... ... … 64 cu in (1049 cc)
Compression ratio ... ... ... ... ... … 9,3 : 1 (C, L and CL);
9,8 : 1 (Sport)
Maximum horsepower (DIN) ... ... ... ... 50 HP a t 5600 rpm (C, L and CL);
70 HP at 5600 rpm (Sport)

Valve mechanism C, L and CL Sport
Inlet :
Opens ... ... ... ... ... ... ... ... ... 2° B TDC 6° BTDC
Closes ... ... ... ... ... ... ... ... ... 42° ABDC 46°ABDC
Exhaust :
Opens ... ... ... ... ... ... ... ... ... 42° BBDC 47° BBDC
Closes ... ... ... ... ... ... ... … … 2° ATDC 7° ATDC
Valve clearances (cold) :
For checking valve timing:
Inlet ... ... ... ... ... ... ... ... 0.02 8 in (0.70 mm) 0.032 in (0.80 mm)
Exhaust ... ... ... ... ... ... ... 0.028 in (0.70 mm) 0.032 in (0.80 mm)
Adjustment for running (engine cold) :
Inlet ... ... ... ... ... ... ... ... 0.01 2 in (0.30 mm) 0.016 in (0.40 mm)
Exhaust ... ... ... ... ... ... ... 0.016 i n (0 40 mm) 0.020 in (0.50 mm)

Cylinder block and connecting rods inches mm
Cylinder bore diameter * 2.992 to 2.994 76.00 to 7 6.05
* Cylinder bores are graded and have a variation of 0.0004 inch (0.01 mm) between each grade
Main bearing housing bore diameter 2.044 to 2.045 51.921 to 51.934
Width of centre main bearing cap between

thrust washers 1.088 to 1.091 27.64 to 27.70
Connecting rod big-end diameter 1.85 to 1.8560 47. 130 to 47.142
Connecting rod small-end diameter 0.8638 to 0.8646 21.94 to 21.96
Big-end bearing shell thickness 0.0606 to 0.8646 1. 539 to 1.55

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Maximum run-out of driven plate linings 0.2 mm (0.008 in)

Travel of release flange, corresponding
to a pressure plate displacement of not less
than 0.067 in ~1.7 mm) 8.5 mm (0.3346 in)

Transmission
Synchromesh 1st and 2nd, Borg-Warner baulk ring type,
3rd and 4th, Porsche spring ring type

Gear ratios
First 3.910 : 1
Second 2.055 : 1
Third 1.348 : 1
Fourth 0.963 : 1
Reverse 3.615 : 1

Final drive ratio (C,L and CL) 4.071 : 1 (14/57)

Final drive ratio (Sport) 4.462 : 1 (13/58)

Overall ratios
Gears 1st 2nd 3rd 4th Reverse
C, L and CL 15.92 8.7 5.49 3.92 14.72
Sport 17.45 9.17 6.01 4.30 16.13

Electrical system
Alternator
Type (C, L and CL) Magneti Marelli AA 108-14V-33A
Type (Sport) Lucas 18ACR-A4V-45A
Maximum output (approx) 570 watts
Maximum current (approx) 40 amps (C, L and CL) 50 amps (Sport)
Cut-in speed at 12V and 20°C (68°F) 1050 to 1150 r pm (C, L and CL)
1100 to 1200 rpm (Sport)
Field winding resistance across slip rings at 20°C (68°F) 3.4 to 3.8 ohms (C, L and CL)
3.18 to 3.22 ohms (Sport)
Direction of rotation (drive end) Clockwise
Engine/alternator drive ratio 1.8 : 1
Alternator regulator (C, L and CL models)
Type Magneti Marelli RTT 110 AB
Alternator speed for adjustment 6000 rpm
Current for thermal balance 20 amps
Regulating voltage 14.2
+0.3
–0.2 volts

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Lamps
Headlamps (C, L and CL)
Headlamps (Sport)
Brake and rear light
Turn indicators
Reversing lights
Parking lights
Number plate
Courtesy light
Boot light
Turn repeaters
Cigar lighter light
Instrument panel
Ignition warning
Turn indicator warning
Headlamp warning
Coolant temperature warning (L models)
Oil pressure warning
Fuel warning
Hazard warning
Sidelamp (out) warning (Sport only)
Brake warning (Sport only)
Heated rear window warning (Sport only)
40/45 watts
55/60 watts (Halogen)
5/21 watts
21 watts
21 watts
5 watts
5 watts
5 watts
5 watts
4 watts
4 watts
3 watts
3 watts
1.2 watts
1.2 watts
1.2 watts
1.2 watts
1.2 watts
1.2 watts
3 watts
1.2 watts
1.2 watts

Fuses
For fuse details (127 Special, L, C, CL and Sport) see Sections 23 or 24

Steering and suspension (Sport only)
Steering angles
Inner wheel 34° 50’
Outer wheel 32° 10’
Front wheel alignment (toe setting)
Laden 0.079 in (2.0 mm) toe-in to 0.079 in (2.0 mm) toe-o ut
Unladen 0.138 in (3.5 mm) to 0.217 in (5.5 mm) toe-in

Roadwheels
Size 4½ B x 13
Tyres 135 SR-13 or 155/70 SR-13

All 1049 cc models Ibf ft kgf m
Main bearing cap bolts 59 8.2
Engine mounting securing bolts 43 6
Cylinder head to block bolts and nuts:
1 st stage 30 4.1
2nd stage 45 6.2
Final stage 61 8.5
Manifold to head nuts 20 2.8
Connecting rod big-end nuts 38 5.2
Flywheel to crankshaft bolts 61 8.5
Driven gear (Plastic) to camshaft retaining bolt 87 12
Driven gear (steel) to camshaft retaining bolt 87 1 2
Camshaft cap nuts 14 2

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3.8 The half thrust washers are fitted each side of
the
centre bearing


3.9 Oil the bearings and crankshaft journals…





3.10 … and then fit the crankshaft into the crankca se 12 Refit the main bearing cap bolts and screw
them up fingertight. Spin the crankshaft and, if
all is well, tighten the bolts to the specified
torque load and turn the crankshaft again to
check freedom of rotation (photo).
13 Measure the crankshaft endfloat with feeler
gauges. If this exceeds the specified tolerance,
oversize thrust washers will have to be fitted.
Pision rings - refitting
14 Follow the procedure given in Chapter 1,
Section 42.
Pistons and connecting rods–reassembly
15 Follow the procedure given in Chapter 1,
Section 43 (photo).
Pistons – refitting
16 Follow the procedure given in Chapter 1,
Section 44.
17 Note that the connecting rods in the 1049 cc
engine have two oil jet holes leading from the
big-end bearing (photo).
18 When the piston is correctly fitted it will have

the valve depressions adjacent to the side of the
block with the cylinder head studs in (photo). C
onnecting rods to crankshaft-
r
eassembly
19 Follow the procedure given in Chapter 1,
Section 45.
20 Torque load the big-end cap nuts to the
reading quoted in the Specifications of this
Chapter 13 - it is different from the value quoted
for the 903 cc engine (photo).
Oil pump - reassembly
21 The oil pump fitted to the 1049 cc engine is a
Hobourn-Eaton rotor type of pump which is quite
different from the gear pump fitted to the 903 cc
engine. It consists of a four lobed rotor rotating
in a five slotted outer rotor which is mounted
eccentrically to the inner rotor. As the inner roto r
rotates the outer rotor is driven round, and the
spaces between the lobes on the inner rotor and
the slots in the outer rotor increase and
decrease once per revolution. The increasing
spaces are connected to the pump inlet and
cause oil to be drawn into the pump. The
decreasing spaces connect with the pump outlet
through which the oil is forced to feed the
engine. A springloaded relief valve in the outlet
of the pump vents excessive oil pressure into
the sump. The efficiency of the pump depends

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3.18 The valve depressions in the piston are adjece nt to
the cylinder head studs in the block 3.20 Torque tighten the big-end cap nuts


3.22A Firts fit outer rotor to the oil pump body… 3.22B …followed by the inner rotor



3.23 Measure the end clearance of the rotors with t he
pump face 3.24 Measure the outer rotor to body clearance…

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3.32 Fitting the crankshaft seal and carrier at fly wheel
and… 3.33 …and at the timing cover end



3.34 The timing indicator bracket is located behind the two
top bolts of the seal carrier 3.36 Fit the sump to the crankcase

on fine clearances and these should be checked
during assembly.
22 Fit the outer rotor to the pump body and then
fit the inner rotor (photos).
23 Lay an accurate straight edge across the
faces of the rotors and pump body and measure
the clearance with feeler gauges (photo).
24 Insert a feeler gauge between the outer rotor
and the pump body to measure the clearance
(photo).
25 Similarly insert a feeler gauge between the
inner rotor lobe tip and the outer rotor to
measure the clearance between the two (photo).

26 Compare the clearances with the tolerances
quoted in the Specifications to this Chapter. Any
excessive clearance could result in low oil
pressure, and as the inner and outer rotors are
matched pairs the only solution is a new or
reconditioned pump assembly. 27 Fit the oil pressure relief valve plunger to th
e
pump body followed in turn by the spring,
retainer plate and circlip (photos).
28 Lubricate the rotors with clean engine oil and
refit the pump lower half body and strainer
(photo).
29 With a new gasket, fit the assembled oil
pump to the crankcase block and secure with
the two long bolts (photo). Tighten to the
specified torque load.
30 Fit the oil tube to the crankcase securing it by
its bracket to the centre main bearing cap with
its retaining bolt. Tighten to the specified torque
load (photo).
Craknshaft oil seals and carriers-refitting
31 Clean the flywheel mounting spigot on the
end of the crankshaft and lubricate the
crankshaft seal with clean engine oil. Fit a new
gasket.

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3.39 Fitting the auxiliary shaft… 3.40 …and its seal and carrier


3.42 This face of the pulley fits towards the shaft 3.43 Fit the belt tensioner bracket a new gasket to the
block …


3.44 …followed by the spring-loaded plunger… 3.45 …and then the tensioning wheel

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32 Carefully ease the lip of the seal onto the
spigot and secure the carrier with the bolts and
washers (photo).
33 Similarly clean the crankshaft at the timing
belt end and fit the seal and carrier. Retain by
the two bottom bolts (photo). 34 Put the timing
indicator bracket over the two top bolt holes in
the seal carrier and fit the two top bolts (photo).

Sump - refitting
35 Make sure that there are no remnants of the
old gasket on the sump flange and fit a new
gasket using a little grease to hold it in position .
Check that it is bedded down evenly all round
the flange.
36 Fit the sump to the crankcase. Put the load
spreading washers on each bolt and screw into
the crankcase (photo).
37 Tighten the bolts evenly to avoid warping the
flange.
Auxiliary shaft and seal - refitting
38 Clean the auxiliary shaft bearings and
lubricate with clean engine oil.
39 Insert the shaft into the crankcase bushes
and rotate the shaft to spread the oil (photo).
40 Lubricate the auxiliary shaft seal in its carrie r
and carefully ease the seal over the shaft spigot
(photo).
41 Fit the seal carrier retaining bolts and
washers and tighten.
Belt pulleys and tensioner - refitting
42 Fit the toothed pulley to the auxiliary shaft.
The recess in the pulley fits on the auxiliary shaf t
with the dowel on the shaft in the hole in the
pulley (photo). Fit the retaining bolt and washer
and partially tighten, as it will be necessary to
wait until the drivebelt has been fitted before
finally tightening this bolt. Alternatively, it is
possible to hold the auxiliary shaft carefully in a
vice, fit the seal and carrier to the shaft, follow ed
by the toothed pulley and its retaining bolt and
washer, and then tighten the bolt fully before
fitting the complete assembly to the block.
43 The belt tensioner bracket can now be fitted.
Clean off all traces of old gasket from the
bracket and block and use a new gasket on
assembly. Fit the retaining bolts and washers
and tighten (photo).
44 Insert the spring-loaded plunger assembly
into the tensioner bracket (photo).
45 The tensioning wheel in its carrier can now
be fitted. Put the top bolt and washer in first and
then bear down to compress the spring and fit the bottom bolt through the kidney-shaped slot.
Note that this latter bolt has an additional, large
washer against the wheel carrier. Temporarily
tighten the two bolts they will have to be
retightened after the belt has been fitted (photo).

46 If the key had previously been removed from
the pulley end of the crankshaft, clean the key
slot and refit the key. Then slide on the bevelled
washer, making sure that the bevel is on the
side away from the crankcase (photo).
47 Refit the crankshaft toothed pulley (photo).
Then the V-belt pulley can be refitted together
with its retaining nut and washer. Final
tightening of this nut can wait until the flywheel
has been fitted, when a 'gag' can be fitted to the
flywheel to hold the crankshaft whilst tightening
the nut - see Chapter 1, photo 23.2A.

Cylinder head and valve gear-reassembly

48 It is assumed that the valves will have
already been examined and renovated as
described in Chapter 1, Section 31. Follow the
procedure given in Chapter 1, Section 51 to
reassemble the valves, but note that new oil
seals should be fitted to this engine when the
valves have been inserted in the guides and
before the springs are fitted (photos).
49 Each tappet bucket contains a shim in the
head which is used to control the valve
clearance. Before assembling the buckets to
their valves, prise out each shim and take a note
of the thickness. This is etched on the lower face
of the shim and indicates the thickness in
millimetres to two decimal places. If the number
has worn off, use a micrometer to check the
shim thickness. Make a table showing each
valve by number and the thickness of shim on
assembly. Reassemble each shim to its bucket
and after lubricating with clean engine oil fit the
buckets to their respective valves (photos).
50 Lubricate the two camshaft bearings in the
cylinder head and carefully thread the camshaft
through the driving end hole and lower it onto its
bearings. The cams will rest on the tappet
buckets and the camshaft should now be turned
so that the two cams over No. 1 cylinder (driving
end) are pointing upwards (compression/firing
stroke). This is to reduce the bending load on
the camshaft as the two bearing halves are
being tightened down (photo).
51 Lubricate the camshaft bearing halves and fit
them to their respective studs in the head. Put
the steel bridge plates in position and fit the
washers and nuts (photo).
52 Tighten the four nuts a little at a time

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progressively until the bearing halves meet.
53 Oil the camshaft seal and carefully fit it with
its carrier and a new gasket to the cylinder head
(photo).
54 Position the drivebelt guard backplate over
the camshaft seal carrier and fit the three bolts
and washers (photo). 55 Tighten the three bolts
retaining the backplate and seal carrier. Torque
load the four camshaft bearing securing nuts to
the specified setting.
56 Fit the camshaft toothed driving pulley with its
bolt and washer. Leave the final tightening until
the drivebelt is fitted (photo).
57 Check the valve clearances; the camshaft
can be turned by a spanner on the pulley
retaining bolt. Readjust any clearance if
necessary, as described later in this Section.
58 Owing to the small clearance between a
piston at TDC and the open valves during
exhaust/inlet overlap, it is imperative to get the
crankshaft and camshaft in their correct related
positions before turning the engine after fitting
the cylinder head. If this relationship is out then
serious damage could be done to the valves or
pistons by turning the crankshaft, as the pistons
will impinge on the valve heads. To avoid this
the following sequence should be observed. Set
the crankshaft as described in paragraph 59,
and the camshaft (before assembling the
cylinder head to the block) also as described in
paragraph 59. Fit the head to the block taking
care not to disturb the set positions and, finally,
fit the toothed drivebelt. Then the crankshaft can
be turned with no likelihood of damage.
59 Set the crankshaft by using a spanner on the
pulley retaining nut and aligning the mark on the
pulley with the long pointer on the timing
indicator bracket. Then set the camshaft by
aligning the hole in the camshaft pulley with the
cast ridge on the top of the camshaft seal carrier
just behind the toothed pulley (photo).
60 Fit a new cylinder head gasket with the word
ALTO upwards (photo). Do not use grease or
any other jointing compound. 61 Taking care not
to disturb the crankshaft or camshaft lower the
cylinder head onto the block (photo).
62 Fit the thick washers to the studs on the
manifold side of the block followed by the nuts.
Fit the bolts with their thick washers to the other
side of the block and screw the bolts and nuts
down to lightly compress the gasket. The bolts
and nuts must now be torque loaded by stages
(see Specifications) in sequence, to the
specified load and in the order shown in
Fig.13.3. This may present some difficulty as,
owing to the shape of the cylinder head, it is not
possible to get a socket spanner fitted to a
torque wrench over the cylinder head nuts.
These can be tightened using a ring or open-
ended spanner as an extension to the torque
wrench, but then, of course, the applied torque
will be different to the torque registered or set o n
the torque wrench. To overcome this a simple
calculation can be made so that a setting can be
established for the torque wrench which, with an
extension, will produce the specified torque
loading. This value varies with the ratio of t he


Fig. 13.3. 1049 cc engine cylinder head nut and bol t tightening sequence (Sec.3)

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3.68 Fitting the distributor



3.70 Distributor clamp bolt


extension length and the torque wrench length
and is calculated by using the formula:

where A is the specified torque loading (Ibf ft or
kgf m), B is the torque to be set, or read, when
using an extension (Ibf ft or kgf m), y is the
length of extension (ft or m), and z is the length
of torque wrench (ft or m).
Example: Specified torque is 60 Ibf ft, length of
extension is 6 in, and length of torque wrench is
2 ft, then B = (60 x 2) = (6/12 + 2) = 120 =2'/z =
48 Ibf ft; torque wrench setting or indication.
When measuring, use centres of bolts/nuts and
centre of torque wrench drive square. When
calculating, keep values constant, that is, don't
mix inches and feet for example (photos). 63 Fit
the drivebelt as described later in this Section.
When fitted, the auxiliary shaft pulley bolt and
the camshaft pulley bolt can be torque loaded to
the specified settings if these were not done on
assembly.
Distributor - refitting
64 The distributor is mounted nearly vertical on
the oil filter side of the engine and is driven by
skew gears from the auxiliary shaft. In turn the
distributor shaft also drives the oil pump through
a splined coupling (photo).
65 It is more convenient to set the contact
breaker gap before fitting the distributor to the
engine. Adjust to the specified clearance
(photo).
66 Turn the crankshaft in the normal direction of
rotation until the line on the crankshaft pulley is
adjacent to the first of the three pointers on the
timing bracket. This is 100 BTDC, the second
pointer is 50 BTDC and the large, third pointer is
TDC. Note which cylinder, either 1 or 4, is on the
compression stroke. This is indicated by both of
the inlet and exhaust cams pointing upwards
causing their relative valves to be shut. 67
Rotate the distributor shaft until the rotor is
opposite the terminal in the distributor cap
serving the same cylinder number as the one
which was on compression stroke and with the
contact breaker points just breaking.
68 Lubricate the distributor skew gear with clean
engine oil and insert the distributor into the
engine block. Watch the rotor carefully to see
how much it turns as the skew gears mesh.
Then withdraw the distributor, reset the rotor and
then preset it the same amount that it turne d


3.77 Fitting the toothed drivebelt-crankshaft V-bel t pulley
removed for clarity