station wagon FIAT 500 1957 1.G User Guide

FIG 3 : 4 Use of fixture Ap.5030/1 to check ignition
timing
Reassembly is the reverse procedure to dismantling but
the following points should be noted:
1 Lubricate the parts of the centrifugal advance mecha-
nism, the drive spindle and the part of the shaft which
accepts the cam w i t h Fiat VS oil.
2 Ensure that upon reassembly the slot in the rotor arm
housing matches the distributor driving dog. Lubricate
the felt pad in the rotor arm housing.
3 Fit the distributor back onto its support gently rotating
the rotor arm so that the drive dog engages w i t h the
drive shaft mating flange. Provided the crankshaft has
not been turned the rotor arm should finish up pointing
to No. 1 cylinder segment in the distributor cap. Tighten
the distributor retaining nut, refit the distributor cap and
leads to the spark plugs and the LT lead to distributor
body terminal.
4 Add a few drops of oil to the distributor shaft lubrication
fitting (see FIG 3:3).
3 : 6 Removing and dismantling distributor
(station wagon)
The distributor is located towards the top rear of t h e
engine and is bolted direct onto the crankcase rear cover as
shown in FIG 1 : 2 . It is driven direct by a gear in mesh w i t h
a corresponding gear on the camshaft. The basic design of
the distributor is the same as that for the sedan and sports
engine, except that the distributor cap has been redesigned,
there is a gear instead of the dog
drive and no distributor
support. To remove and dismantle the distributor proceed
as previously described taking great care about marking
the location of the distributor to rear cover and rotating
the engine until No. 1 cylinder is on compression. This will
ensure that reassembly is straightforward without loss of
ignition timing.
503:7 Timing the ignition
It is necessary to retime the ignition should the distribu-
tor shaft or camshaft have been removed. To retime the
ignition proceed as follows:
1 On the timing sprocket cover fit Fiat tool AP.5030/1 as
shown in FIG 3 : 4. Ensure No. 1 cylinder is on the
compression stroke with both valves closed. Rotate the
crankshaft until the mark on the centrifugal filter cover
lines up w i t h the 10° mark on the fixture. This setting
corresponds to a 10° static advance BTDC.
2 Check t h a t the points gap is correctly set between
.018 and .020 inch. Turn the distributor shaft until the
rotor points in the direction of No. 1 segment in the
cap and the points are just opening.
3 Without disturbing the distributor shaft, insert the lower
coupling on its toothed end, install the support and
tighten the locknut. Secure the distributor to the sup-
port using the mounting screw.
To check that the distributor is properly timed to the
engine and the centrifugal automatic advance is operating
correctly giving a
total advance of 18° to 28° respectively
proceed as follows:
1 Connect Fiat timing tester AP.5030 with a 220-volt-
single-phase power outlet fitted with a good earth
connection. It is important that the tester is earthed
before it is allowed to operate. Also ensure that the
tester earth terminal is connected to a bare metal part
of the vehicle.
2 Remove No. 1 spark plug lead, insert the strobe light
adapter and reconnect the spark plug lead. Using a
piece of white chalk mark the TDC position on the
centrifugal filter cover.
3 Start the engine and aim the strobe light beam towards
the chalk mark drawn on the centrifugal filter cover.
With the engine running slowly the mark on the centri-
fugal cover must correspond wi th the first white line
on the fixture (10°). Slowly increase the speed of the
engine so operating the automatic advance and the
chalk mark should move counterclockwise until at
maximum speed it reaches the second white mark on
the fixture.
It should be noted that the ignition timing for the model
500 sports engine the static advance is 10°, an automatic
advance of 12° giving a total advance at maximum engine
speed of 2 2 ° .
Should Fiat fixture AP.5030/1 not be available the
advance position may be set as follows:
1 Turn over the
engine until No. 1 piston is on the com-
pression stroke w i t h both valves closed.
2 Rotate the crankshaft clockwise until the reference
mark cast on the centrifugal filter cover is set .5118 to
.5512 inch ahead of the arrow cast on the timing
sprocket cover. This will give a static advance setting
of 10° BTDC.
3 Proceed as directed for ignition distributor timing and
mounting described earlier in this section.
3 : 8 Sparking plugs
The sparking plugs must be regularly inspected, cleaned
and the electrode gap adjusted to a gap of .019 to .023
inch.
The inspection of the deposits on the electrodes is par-
ticularly useful because the colour and type of deposit

CHAPTER 4
THE COOLING SYSTEM
4:1
4:2
4:3Description
Air outlet thermostat and shutter
Tension adjustment4:4
4:5
4:6Heating system safety device
Maintenance
Fault diagnosis
4:1Description
Sedan:
A l l the Fiat new 500 models covered by this manual are
aircooled by the forced air circulation system from a
centrifugal blower which is mounted on the generator
output shaft. The blower fan has fourteen vanes which are
arranged at various angles to reduce operating noise
during high-speed operation. A specially designed
cowling as shown in FIGS 4 : 1 and 4:2 conveys the air
from the blower and distributes it to the various parts of
the exterior of the engine.
The main components of the air cooling system are as
follows:
1 Air intake compartment at the rear end of t h e body.
2 An elbow pipe for the admittance of incoming air.
3 A flexible air pipe connecting the elbow pipe to the
conveyor.
4 A spiral air conveyor which contains the centrifugal fan.
5 Distribution ducting for directing the air flow to various
parts of the engine.
6 A bellows type thermostat is fitted to the cowling which
operates a butterfly shutter controlling the air outlet
from the engine which ensures control of the engine
operating temperature.
F50053 When the shutter is in the open position, engine heated
air is allowed to disperse to the outside of the engine
cowling. With the shutter in its closed position, the air is
recirculated in the engine cowling so ensuring a quick
engine warm-up period.
It should be noted that by operating the heater lever
which is located on the centre tunnel at the rear seat,
warmed air flowing out from the engine cowling is passed
to the inside of the car for heating and demisting purposes.
Station wagon:
Refer to FIG 4 : 2 where it will be seen that as the engine
is located on its side underneath the luggage compartment
floor the ducting has been modified and the air intakes are
located at the rear of the side windows. A linear blower is
housed in the engine baffles and cowling and is attached
to the drive end of the generator.
The thermostat 'C' (see FIG 4 : 2) is located on the
righthand side of the engine cowling and should start
opening the engine heated air outlet shutter ' D ' when the
temperature of the air rises to 1 7 8 - 1 8 5 ° F and the shutter
should be wide open when the air is at a temperature of
196-207°F.

OIL DRAIN PLUG COOLING AIR DUCTS
FIG 4 : 3 Oil sump with blower cowling. Arrows indicate
air outlets
BLOWER
SHAFT GENERATOR ARMATURE
VENT TUBE
FIG 4 : 4 Cooling blower mounted on generator shaft
extension
4 : 2 Air outlet thermostat and shutter
Refer to FIGS 4 :1 and 4 :2 where it will be seen that
the thermostat is located on the righthand side of the
engine cowling. The thermostat should start opening the
engine heated air outlet shutter when the temperature of
the air reaches between 158-165°F (178-185°F station
wagon) and the shutter should be in the wide open posi-
tion when the air has reached a temperature of between
178-189°F (196-207°F station wagon).
When the engine cooling air control system is being
inspected or serviced the following points should be
noted:
1 Check that when the shutter is in the closed
position the edge mates perfectly with the cowling
seating.
2 Ensure that the shutter can swivel freely.
3 Check that the initial thermostat movement is
between .0197 to .0394 inch.
4 Generally check the engine cowling for distortion, bad
jbint sealing or cracks.
56
Key to Fig 4 : 6 1 Circular seat i n cylinders 2 Head
ducts 3 Pierced screws
FIG 4 : 6 Diagram of the heating system safety device
(sedan and station wagon) FIG 4 : 5 Location of cooling air outlet thermostat and
shutter
ENGINE COWLING.
THERMOSTAT
LINK
AIR OUTLET SHUTTER
SHUTTER RETURN SPRING
4 : 3 Tension adjustment, thermostat to shutter
link:
The tension may be varied by using the shims which are
located between the upper shank of the thermostat and
the cover shoulder washer. Before any adjustment is made
ensure that the shutter is able to move freely and that the
return spring has not stretched or fractured. Refer to
FIG 4:5 which shows the location of the shutter and the
return spring.

4 : 4 Heating system safety device
110F series sedan engines and later station wagon
engines incorporate a modification to the cylinder head
designed so that in the event of cylinder head gasket
failure exhaust gases are expelled outside the engine and
not leaked into the heating system.
The safety device comprises a square section circular
seat 1 (see FIG 4 :6) which is formed in the upper face of
the cylinder, a special duct in the cylinder head and a
pierced screw 3 for each cylinder.
The system is so designed that the exhaust gases are
released to the atmosphere from the circular seat in the
cylinder via the duct 2 and the pierced screw 3. It should
be noted that the screw 3 is also used for securing the
conveyor.
4 : 5 Maintenance
Due to the simple design of the air cooling system
maintenance has been kept to an absolute minimum and
should consist of the following checks:1 Inspect all the air conveyor system joints and ensure
that all the joint nuts and bolts are tight and that there
is no distortion between two joint faces.
2 Check that the tension of the generator and fan drive
belt is correct: with a hand pressure of approximately
22 Ib the belt should sag 13/32 inch. Adjust if necessary
as detailed in Chapter 1.
3 Ensure that the shutter can swivel freely and that the
spring is in a serviceable condition.
4 : 6 Fault diagnosis
(a) Engine overheating
1 Generator and fan drive belt slipping
2 Shutter control thermostat defective
3 Shutter unable to swivel freely
4 Shutter return spring broken
5 Leaking joints in conveyor system
F50057

CHAPTER 5
THE CLUTCH
5:1
5:2
5:3
5:4Description
Removal and installation
Dismantling and inspection of clutch cover
Assembly and adjustment
5:1 Description
New 500, 500D sedan and early station wagon:
The clutch is a single plate dry disc type operating on
the inner face of the flywheel. FIG 5 :1 shows a longitudi-
nal cross section of the clutch as it is assembled in the
power unit.
A sheet metal clutch cover is attached to the flywheel
by means of six screws and this encloses a clutch driven
plate, the pressure plate and six springs. Three withdrawal
levers are fitted so that the inner ends are attached to a
carrier ring through which three springs hold the levers in
place and the carrier ring in contact with the pressure plate,
(see FIG 5 : 1) . Release of the driven plate is obtained
through a throw-out ring fitted with a central carbon
thrust ring which acts on the withdrawal levers carrier
ring. This is controlled by the clutch pedal through suitable
linkage to the control fork.
When the clutch pedal is operated, the throw-out ring,
together with the carbon thrust ring is pushed towards the
flywheel and this exerts a pressure on the w i t h d rawal
levers carrier ring and the lever inner tips. The lever outer
tips lift the pressure plate so disengaging the clutch.
F50059
Each of the three withdrawal levers is mounted on a bolt
together with an adjustment nut which is inserted in the
pressure plate. The levers are kept in their location by a
guide which is formed in the pressure plate.
500 F and L sedans and late station wagon:
A single plate dry type clutch is fitted with a diaphragm
pressure spring. This design of clutch differs from the con-
ventional clutch because the pressure coil springs and
throw-out mechanism components are replaced by a
single diaphragm spring.
The new system offers certain advantages which are as
follows:
1 The load on the clutch pedal does not increase as the
clutch disc lining wears but remains constant through-
out the life of the clutch.
2 Due to the special shape and location of the diaphragm
spring, which offers a constant force on the pressure
plate throughout the clutch life, the clutch does not slip
even though the driven plate linings may be worn. 5:5
5:6
5:7
5:8Installation of clutch on flywheel
Pilot bushing
Withdrawal mechanism
Fault diagnosis

*Dimension to be obtained by
adjusting the throwout lever.
FIG 5:1 Clutch assembly longitudinal section (new
500, 500D sedan and early station wagon)
5 : 2 Removal and installation
To remove the clutch unit from the vehicle proceed as
follows:
1 Remove the engine (Chapter 1) or separate the gear-
box from the engine as described in Chapter 6.
2 Remove the six screws and washers that secure the
clutch cover to the flywheel and gently ease the cover
assembly from the location dowels in the flywheel and
lift away. This will also free the driven plate.
3 Carefully clean the driven plate and clutch cover using a
compressed air jet.
4 To refit the clutch cover assembly to the flywheel
ensure that the driven plate is assembled the correct
way round as shown in FIG 5 :1 and place the cover
onto the flywheel using the locating dowels.
5 To ensure that the driven plate is correctly centred use
Fiat pilot A.62023 (see FIG 5 : 5) or a suitably sized
mandrel. Tighten the clutch mounting screws diagonally
a turn at a time to ensure correct location of the cover
onto the flywheel face. Finally, tighten to a torque
wrench setting of 5.8 to 7.2 Ib ft.
5 :3 Dismantling and inspection of clutch cover
New 500, 500D sedan and early 500 station wagon :
To dismantle the clutch cover assembly proceed as
follows:
60
To assemble the clutch cover assembly proceed as
follows:
1 Place the pressure plate complete with carrier ring bolts
and springs on Fiat fixture 62038 (see FIG 5 : 2).
2 Fit the six pressure springs in their respective seats on
the pressure plate. Insert the cups on the springs and
replace the cover.
3 Compress the clutch cover, continually checking that
the withdrawal lever supporting bolts are properly
guided into their holes in the cover. Onto the bolts, fit
the three withdrawal levers w i t h their relevant nuts and
washers.
4 Replace the carrier ring on the levers and hook up the
retaining springs. 5 :4 Assembly and adjustment
N e w 500 sedan1 Place the clutch cover assembly on Fiat fixture A.62038
as shown in FIG 5 :6 and lock the cover using the three
T-handles provided.
2 Release the w i thdrawal lever carrier ring springs and lift
away the ring.
3 Unscrew the withdrawal lever fixing nuts on the bolts
and lift out the levers and washers. Gradually slacken
the three T-handles so relieving the pressure of the
clutch springs. Remove the clutch cover, springs and
lever mounting bolts. Carefully mark all the components
to ensure that they are assembled correctly so ensuring
that correct balance of the clutch unit is obtained.
Inspection:
Thoroughly clean all parts using a compressed air jet
and proceed as follows:
1 Thoroughly check the springs for signs of overheating
causing loss of tension and compare the effective length
of the springs which when fitted new should have a
length of .9646 inch under a load of not less than 43 Ib.
If the spring length is less t h a n t h e recommended
dimension fit a complete new set of springs.
2 The length of the withdrawal lever carrier ring retaining
springs should be checked which under a normal clutch
load should be .7677 inch whilst the length'of the
expanded spring under a load of 4.85 ± .44 Ib should
be 1.1811 inch. If the springs show sign of heating or
weakening a new set should be fitted.
3 Check the withdrawa l levers and their bolts for exces-
sive wear and fit new parts as necessary.
4 Inspect the pressure plate for an excessively ridged sur-
face or signs of cracking. If the ridges are not too severe
the face may be refaced by turning on a centre lathe.
Also inspect the flywheel friction surface which may
also be refaced providing that the ridges are not too
severe.
5 Whenever the clutch driven plate linings are worn a new
driven plate should be fitted.
6 Inspect the clutch shaft splines and these should not
have a lengthwise clearance in excess of .0039 inch and
side clearance of .0118 inch w i t h respect to the driven
plate hub. Ensure that the driven plate slides easily on
the clutch shaft protruding from the rear of the gearbox
differential unit as any plate drag may be the cause of
d i f f i c u l t y in gear selection.

FIG 5:2 Clutch components (new 500, 500D sedan and early station wagon) DRIVEN PLATE
PRESSURE PLATE
LEVER CARRIER LEVER BOLTSBOLT NUTS PRESSURE SPRINGSWITHDRAWAL LEVERS CLUTCH COVER
LEVER CARRIER RING
SPRING
WASHER
FIG 5:3 Clutch assembly installed on engine (new
500, 500D sedan and early station wagon)
61
F500
To check the correct operation of the clutch cover 500 sedan (110.F) late 500 station wagon :
Inspection—diaphragm clutch: 5 Finally tighten down the cover assembly using the three
T-handles and adjust the clearance between the carrier
ring and its central shoulder by means of the three
adjustment nuts.setting the withdrawal levers stroke to
0039 inch. Check this adjustment using Fiat gauge
C.110 and when correct lock the adjustment nuts by
peining to the lever bolts.
500D sedan and early station wagon:
To assemble the clutch cover assembly proceed as
described above but adjust the withdrawal levers as
follows:
1 Secure the clutch cover assembly to Fiat fixture A.62038
with a ring .5413 to .5433 inch thick placed between
the clutch cover plate and the pressure plate.
2 Adjust the height of the three withdrawal levers so that
the lever tips are 1.9094 inch from the face of the Fiat
supporting plate.

FIG 5 . 4 Clutch cover assembly inspection diagram
500F, L and later Station wagon
KeytoFig5:4 1 Clutch cover 2 Pressure plate
3 Clutch release flange plate 4 Diaphragm spring rings
5 Diaphragm spring retainer plate 6 Diaphragm spring
7 Clutch release flange
X =1.463 ± .043 inches
F = direction of clutch release flange movement
8 mm = .31 5 inch = release travel
5 mm = .197 inch = maximum allowance for driven plate lining
wear7.9 mm = .311 inch
62
5:5 Installation of clutch on flywheel
Before assembling the clutch cover assembly and
driven plate the following parts of the unit should be assembly proceed as follows:
1 Position the clutch cover assembly on Fiat fixture
A.62038 with a spacer .311 inch thick between the
cover and the plate.
2 Operate the clutch mechanism for four complete
throw-out strokes by applying a load of at least 181 Ib
on the release flange as shown by the arrow 'F' in
FIG 5:4.
3 Check that w i t h a withdrawal travel of .315 inch the
pressure plate is displaced .071 inch. Also check that
the distance'X' (see FIG 5 :4) is 1.463 inch ± .043 inch.
Should the results obtained not compare w i t h the
manufacturers recommended figures, then the clutch
cover assembly should be renewed.
FIG 5:6 Fixture A.62038 for clutch disassembly, re-
assembly and adjustment (new 500, 500D sedan and early
station wagon)
FIXTURE A . 62038
T-HANDLES CARRIER RING
LEVERBOLT NUTS
(LEVER ADJUSTMENT) FIG 5 : 5 Installing the clutch on flywheel using pilot
A.62023 (new 500, 500D sedan and early station wagon) to
centre the driven platePILOT A. 62023 FOR
DRIVENPLATE CENTERING

lubricated using Fiat Jota 3 grease.
1 Pressure plate—boss outer faces.
2 Clutch cover—withdrawal lever fulcrum.
3 Withdrawal lever stopnuts—contact face.
4 Withdrawal lever carrier ring — lever contact face.
5 Crankcase end pilot bushing lubricated with Fiat KG.15
grease.
6 Lubricate contact faces of driven plate and clutch shaft.
To install the clutch assembly proceed as follows:
1 Ensure t h a t there is no grease or oil on the faces of the
driven plate or flywheel face and position with the
raised part of the hub towards the transmission unit.
2 Locate Fiat tool A.70085 (diaphragm clutch) or
A . 6 2 0 2 3 (coil spring clutch) or a suitably sized drift,
through the driven plate hub and position in crankshaft
pilot bushing. Gradually tighten the clutch unit
mounting screws working diagonally and finally tighten
to a torque wrench setting of 5.8 to 7.2 Ib ft.
5 : 6 Pilot bushing
Whenever the clutch unit is being renewed or over-
hauled it is essential that the crankshaft pilot bush is
checked for excessive wear or damage. Also check that
FIG 5 : 7 Side sectional view of clutch and throw-out
mechanism - 5 0 0 Sedan (11OF), late Station Wagon. Value
1.5 mm (.059 inch) refers to the clearance to be obtained
through the adjustment of clutch throw-out yoke rod
F50063
The withdrawal mechanism comprises a forked lever
(see FIG 5 : 8), which is located in the clutch housing and 5:7 Withdrawal mechanism
New 500 and 500D models:
the spigot on the bush end is in a good serviceable con-
dition. The maximum clearance between the clutch shaft
spigot and the bush should not be greater than .0059 inch
otherwise the pilot bush must be renewed. To remove the
pilot bush use Fiat puller A.40006/1 /2 or a small universal
internal bush and bearing removal tool.
To fit a new bush use a suitably sized drift and drive the
bush fully home and lubricate well with Fiat KG.15 grease. FIG 5 : 9 Clutch controls and adjusting mechanism LEVER RETURN SPRING
ADJUSTABLETIE R O DCLUTCH RELEASE LEVER NUT A N D JAM NUT
FOR TIE R O D CLUTCH RELEASE BOWDEN FIG 5:8 Clutch throw-out mechanism
CLUTCHSHAFT
LEVER-AND-SHAFT
RELEASE
RELEASETHRUST RING
FORK-TO-THRUSTFASTENERS RING
CARBON
RING
WITHDRAWAL FORKCLUTCH

FIG 5:10 Clutch throw-out mechanism
Key to Fig 5:10 1 Clutch throw-out yoke
2 Yoke return spring 3 Rod nut and counternut
4 Adjustable rod 5 Clutch throw-out
onto this shaft the outer operating lever is attached by
means of a key.
A return spring connected to the outer operating lever
is anchored onto the gearbox casing. When the clutch is in
its normal position the spring keeps the central thrust
carbon ring away from the withdrawal levers carrier ring.
The carbon ring is pressed against the carrier ring by the
throw-out ring which is connected to the forked lever as
shown in FIG 5 : 8 .
The clutch pedal must have free travel of 1"3/8 to 1"9/16 inch.
Should any adjustment be necessary release the locknut
from the adjustable tie rod and adjust the position of the
tie rod until the correct adjustment is obtained. Tighten the
locknut.
500F. L and later station wagon:
The free travel of the clutch pedal should be 19/32 to
1"3/16 inch which corresponds to a clearance of .059 inch
between the throw-out sleeve and the ring (see FIG 5 : 7).
Should any correction be necessary release the adjust-
able rod locknut (see FIG 5:10), and reposition the
adjustable rod using the rod nut until the recommended
clutch pedal travel is obtained. Retighten the locknut.
5 : 8 Fault diagnosis
(a) Drag or spin
1 Oil or grease on driven plate lining
64
(g) Driven plate fracture
1 Check 2 and 3 in (a)
2 Drag and distortion due to hanging gearbox in plate hub (f) Tick or knock
1 Worn first motion shaft spigot or bearings
2 Badly worn splines in driven plate hub
3 Release plate out of line
4 Faulty Bendix drive on starter motor
5 Loose flywheel
(e) Rattle
1 Check 3 in (c)
2 Worn release mechanism
3 Excessive backlash in transmission
4 Wear in transmission bearings
5 Release bearing loose on fork (d) Judder
1 Check 1, 2 and 3 in (a)
2 Pressure plate not parallel with flywheel face
3 Contact area of driven plate linings not evenly distribu-
ted
4 Bent first-motion shaft
5 Buckled driven plate
6 Faulty power unit mountings
7 Worn suspension mountings
8 Weak rear springs
9 Loose drive shafts (c) Slip
1 Check 1, 2 and 3 in (a)
2 Check 2 in (b)
3 Weak pressure springs or diaphragm spring (b) Fierceness or snatch
1 Check 1, 2 and 3 in (a)
2 Worn clutch linings 2 Misalignment between engine and gearbox first motion
shaft
3 Driven plate hub binding on first motion shaft splines
4 Binding of first motion shaft spigot bearing
5 Distorted clutch plate
6 Warped or damaged pressure plate or clutch cover
7 Broken driven plate linings
8 Dirt or foreign matter in clutch