Wiring FIAT 500 1969 1.G Workshop Manual

3:1
3:2
3:3
3:4
3:5Description
Operation
Routine maintenance
Ignition faults
Removing and dismantling distributor (sedan
and sports)
CHAPTER 3
THE IGNITION SYSTEM
3:6
3:7
3:8
3:9
3:10
Removing and dismantling
(station wagon)
Timing the ignition
Sparking plugs
The distributor drive spindle
Fault diagnosisdistributor
3 :1 Description
The ignition system fitted to all the models covered by
this manual consists of an ignition coil, ignition distributor
fitted with contact breaker points, a centrifugal automatic
advance system, condenser, low- and high-tension
wiring, spark plugs and a power supply provided by a
generator and battery. The wiring diagram is shown in
FIG 3 : 1
1 The low-tension circuit which is sometimes called the
primary circuit includes the power supply, contact
breaker points, condenser and ignition coil primary
winding.
2 The high-tension circuit which is sometimes called the
secondary circuit includes the ignition coil secondary
winding, distributor rotor, distributor cap with terminals
and the central brush, high-tension cables and the spark
plugs.
3 : 2 Operation
The contact breaker unit in the distributor interrupts
the primary circuit by the points opening. The sudden stop
in the flow of current in the primary winding, does not cause
arcing at the contact breaker points because it discharges
into the condenser connected in parallel w i t h the contact
F50047
breaker points. With the sudden collapse of the primary
circuit, the intensity of the magnetic field drops causing
an induced high-tension current in the ignition coil
secondary winding. The high EMF is distributed to the
sparking plugs by the ignition distributor rotor.
The automatic advance mechanism comprises a plate
carrying t w o weights which are symmetrically pivoted on
the plate at one end. Also attached to the weights at
opposite ends to the pivots is the cam carrier shaft with
special tension return springs. Under the action of centri-
fugal force as the rotational speed increases, the weights
move outwards causing the cam carrier shaft to move
angularly compared to the distributor drive shaft thus
causing advancement of the ignition timing.
The contact breaker assembly comprises the cam on the
drive shaft and t w o contact points, one of which is
stationary while the other is under the influence of the
cam, the action of which is transmitted by a rubbing block.
The cam has t w o lobes to control the opening and closing
of contact points. The stationary contact point is mounted
on an adjustable support to enable the contact breaker
point gap to be adjusted.
The HT current reaches the distributor cap central
terminal, from the ignition coil and is distributed to each
of the spark plugs at the correct time by the rotor arm.

FIG 3 : 1 Ignition system wiring diagram
BATTERY
SWITCHBREAKER COIL
SPARK PLUG
CONDENSER
FIG 3 : 2 Ignition distributor in place on engine with
cap lifted offCURRENT CONTACT
TO SPARK PLUG
BREAKER A R M
STATIONARY
CONTACT
CARRIER
ADJUSTING
SCREW
CONTACT POINTS HIGH TENSION)
CARBON CONTACT
3 : 3 Routine maintenance
Refer to FIG 3: 2 and remove the distributor cap and lift
off the rotor arm. Lubricate the cam spindle felt pad using
Fiat VS oil. There is provision for the oil to make its way
downwards. Squirt a few drops of oil into the distributor
shaft lubrication fitting, the location being shown in FIG
3:3 Smear a little grease on the cam and a small drop of
oil to the contact breaker point pivot.
Adjusting the contact breaker points:
Refer to FIG 3 : 2 and slacken the stationary contact
carrier adjusting screw. Slowly rotate the engine until one
one of the t w o cams has opened the points to the fullest
48
extent so that the gap is measured at the position of the
maximum opening. Reset the gap to a correct clearance of
.0185 to .0209 inch and tighten the contact carrier screw.
Cleaning the contact points:
If the contact points are dirty or pitted they must be
cleaned by polishing them with a fine carborundum stone
taking very great care to ensure that the contact faces are
flat and square. Afterwards wipe away all dust with a cloth
moistened in petrol. The contacts may be removed from
the distributor body to assist refacing and cleaning refer-
ring to Section 3:5. If the moving contact is removed
from its pivot, check that its operation is not sluggish. If it is
tight, polish the pivot pin with a strip of fine emery cloth,
clean off all dust and apply a tiny spot of oil to the top of
the pivot pin. If a spring testing gauge is available the
contact breaker spring should have a tension of 16.8± 1.8
oz. measured at the points.
3 :4 Ignition faults
If the engine runs unevenly set it to idle at a fast speed.
Taking care not to touch any metal part of the sparking
plug leads, pull up the insulator sleeve and short each
plug in turn, using a screwdriver with an insulated handle.
Connect the screwdriver blade between the plug top and
the cylinder head. Shorting a plug which is firing properly
will make the engine uneven running more pronounced.
Shorting a plug in a cylinder which is not firing will make
no difference.
Having located the
faulty cylinder, stop the engine and
remove the plug lead. Start the engine and hold the lead
carefully to avoid shocks so that the metal end is about
3/16 inch away from the cylinder head. A strong regular
spark shows that the fault might be with the sparking plug.
Remove and clean it according to the instructions in
Section 3 :8. Alternatively substitute it with a new plug.
If the spark is weak and irregular, check that the lead is
not perished or cracked. If it appears to be defective,
renew it and try another test. If there is no improvement,
remove the distributor cap and wipe the inside clean and
dry. Check the carbon brush located as shown in FIG 3 : 2 .
It should protrude from the cap moulding and be free to
move against the pressure of the internal spring. Examine
the surface inside the cap for signs of 'tracking' which can
be seen as a thin black line between the electrodes or to
some metal part in contact with the cap. This is caused by
sparking, and the only cure is to fit a new cap.
Testing the low-tension circuit:
Before carrying out electrical tests, confirm that the
contact breaker points are clean and correctly set, then
proceed as follows:
1 Disconnect the black low-tension cable from the
ignition coil and from the side of the distributor.
Connect a test lamp between the t w o terminals. Turn
the engine over slowly. If the lamp lights when the
contacts close and goes out when they open, the
low-tension circuit is in order. If the lamp fails to light
the contacts are dirty or there is a break or loose con-
nection in the low-tension wiring.
2 If the fault lies in the
low-tension circuit, switch on
the ignition and turn the crankshaft until the contact
breaker points are fully open. Refer to the wiring
diagram in Technical Data and check the circuit with

PRIMARY SHAFT-TO-CLUTCH
SHAFT MOUNTING PINCLUTCH SHAFT SEAL PRIMARY SHAFT WITH
1st, 3 r d A N D 4 t h SPEED
GEAR CLUSTER
2 n d SPEED
DRIVE GEARPRIMARY SHAFT
FRONT BALL BEARINGPRIMARY SHAFT
REAR BALL BEARING
PRIMARY
SHAFT-TO-CLUTCH
i SHAFT JOINING SLEEVEJOINING SLEEVELOCKRING
SPEED SELECTOR LEVER
CLUTCH SHAFT
LAYSHAFT WITH BEVEL PINION
SPEEDOMETER DRIVE GEAR
2 n d SPEED ENGAGEMENT
SLIDING SLEEVE
2 N D SPEED DRIVEN GEAR
LAYSHAFT FRONT BALL
BEARING
3 r d SPEED DRIVEN GEARHUB FOR
SLEEVE
3rd AND 4th/
SPEED ENGAGEMENT
SLIDING SLEEVE4 t h SPEED
DRIVEN GEARLAYSHAFT REAR ROLLER BEARING
LAYSHAFT-TO-PINION
ADJUSTMENT WASHER 1st SPEED AND)
REVERSE SLIDING GEAR
FIG 6:1Gearbox-differential unit longitudinal section
On the primary shaft extension outside the main central
body is mounted the second-speed driving gear. The
primary shaft is supported at both ends by ballbearings
whilst the clutch shaft rotates in a bronze spigot bush which
is press fitted into the end of the crankshaft. An oil seal is
fitted in the clutch shaft passage seat in the c o n n e c t i o n
support. The layshaft, together with the drive pinion of the
differential unit is supported at the front by a ballbearing
race. The layshaft carries the pinion adjustment shim, the
fourth-speed driven gear and its bushing, the hub and
relevant engagement sleeve for the t h i r d - and fourth-
speed w i t h first-speed and reverse-speed, the third-speed
gear and bushing and, outside the casing the second gear
and bushing, the hub with relevant second-speed engage-
ment sleeve and the speedometer drive gear.
The gears are operated by a gear selection lever mounted
on the tunnel situated between the two front seats. This
operates through a rod actuating the selector and shifting
mechanism which is housed in the gearbox casing cover.
Refer to FIG 6 :3 where it will be seen th a t the positioning
of the striker rods is ensured by a spring-loaded ball-
bearing. The risk of engaging two gears at the same time is
eliminated by three rollers which slide in suitable slots
machined in the rod (see FIG 6 : 4).
The differential unit and the final drive gear train are
housed in the t w o semi-covers which
have previously
been described, the final drive pinion being integral with
the layshaft. The differential casing may be split into t w o
halves. The bevel gear is fitted on one of the halves and is
66
secured by the same screws joining the two halves
together. The differential side gears are internally splined
into which are located the splined axle shaft ends which
are able to slide by means of a specially designed slip joint.
Two specially shaped rubber oil boots are inserted on the
swing axle shafts and fit over the side gear extensions to
ensure that there is no loss of lubricant or the ingress
of dirt.
The transmission and differential unit to suit the station
wagon differs from the sedan in that the transmission to
engine mounting plate and the bellhousing are modified to
suit the engine repositioned on its side.
6 : 2 Removal of gearbox/differential unit:
The complete unit may be removed whilst the engine
remains in situ and to remove this unit proceed as follows:
1 Disconnect the battery positive cable and jack up the
rear of t h e vehicle and place on firmly based stands.
2 Disconnect all control cables and wiring from the
starter motor and the clutch lever. Remove the starter
motor, the clutch lever reaction spring and the clutch
cable support on the gearbox.
3 Remove the three bolts securing each of the driving
shaft flanges to the flexible coupling at the wheel ends
and carefully take out the inner spring.
4 Disconnect the shifter rod from the gearshift lever at the
gearbox extension and also the
speedometer drive
cable. Remove also the flywheel undercover. Place a
suitable support under the engine.

CHAPTER 11
THE ELECTRICAL EQUIPMENT
11:1 Description
11:2 Battery
11:3 The generator
11:4 The starter
11:5 The control box
1 1 : 6 Fuses
1 1 : 7 Flasher unit
11:1 Description
All models covered by this manual have 12 volts
electrical systems in which the negative battery terminal
is earthed. There are three units in the regulator box to
control the charging circuit; a cut-out, a current regulator
and a voltage regulator. These are adjustable but it must
be stressed that accurate moving coil meters are required
when checking or altering the settings. Cheap and
unreliable instruments will make accurate adjustments
impossible.
There are wiring diagrams in Technical Data at the end
of this manual to enable those with electrical experience
to trace and correct wiring faults.
For t h e U.K. Market the headlamps are of the double
filament dipping renewable bulb type with adjustments
for individual beam settings.
The battery is located in the front compartment
forward of the petrol tank and the fuses to the rear o f the
petrol tank.
Detailed instructions for servicing the electrical equip-
ment will be found in this chapter, but it must be pointed
out that it is not sensible to try to repair that which is
seriously defective, electrically or mechanically. Such
equipment should be replaced by new units which can
be obtained on an exchange basis.
F500111
11 :8 Windscreen wipers
1 1 : 9 The lighting system
11:10 Panel and warning lights
11:11 The horn
11:12 Lighting and flasher switch
1 1 : 1 3 Fault diagnosis
11.2 The battery
This of the 12-volt lead/acid type and has to meet
heavy demands for current particularly in the winter. To
maintain the performance of the battery at its maximum
it is essential to carry out the following operations.
Keep the top of the battery and surrounding parts dry
and clean, as dampness can cause leakage between the
securing clamps and the battery terminals. Clean off any
corrosion from the metal parts of the battery mounting
with diluted ammonia and paint them with an anti-
sulphuric paint. If the terminal posts are corroded,
remove the cables and clean w i t h diluted ammonia.
Smear the posts w i t h petroleum jelly before remaking the
connections and fit the terminals securely. High electrical
resistance due to corrosion at the terminal posts is often
responsible for lack of sufficient current to operate the
starter motor.
Ensure t h a t the filler plugs are in good condition and
show no signs of cracks. This may cause leakage of
electrolyte and consequent corrosion. Test the condition
of the cells after topping-up the electrolyte level with
distilled water to just above the tops of the separators as
shown in FIG 11 :2 . Never add neat acid. If it is
necessary to make a new electrolyte due to loss by
spillage add sulphuric acid to the
distilled water.
It is highly dangerous to add water to acid.

4
53 2 1
7
6
FIG 11 :6 Regulator assembly GN 1.12.16
Key to Fig 11:6 1 Voltage regulator adjusting spring
2 Current regulator adjusting spring 3 Cutout adjusting
spring 4 Voltage regulator adjustment arm 5 Current
regulator adjustment arm 6 Cutout adjustment blade spring
7 Soldering of cutout shunt and series winding
FIG 11:7 Wiring diagram for checking the cutout
closing voltage
Key to Fig 1 1 : 7 GR Regulator GN 1.12.16 G Generator
FIAT DSV 90.12.1 6.3 S V Voltmeter, 20 V scale (0.5%
accuracy) L 12 V, 3 to 5 W bulb
FIG 11:8 Wiring diagram for checking the reverse
current of cutout
Key to Fig 11:8 GR Regulator GN 1.1 2.1 6 G Generator
FIAT DSV 90.1 2.1 6.3 S B Battery, 50 Ah, fully charged
A Ammeter, asymmetrical scale 10-0-15 A V Voltmeter,
20 V scale (0.5% accuracy)
116spring 13. Should any defect be found then the pinion
assembly must be renewed as one complete unit. After
examining to ensure that there are no defects thoroughly
clean using petrol.
Reassembling and refitting the starter:
In both cases this is a simple reversal of the dismantling
procedure. Grease t h e drive splines and the engagement
lever groove in the sleeve.
11:5 The control box:
Description:
The generator regulator fitted to the new 500 model
consists of three separate
units; voltage regulator,
current regulator, cut-out relay (see FIG 11 :6).
The voltage regulator and current regulator relays
comprise a U-shaped body one of whose arms is bent
to form a flange, whilst the other adjustment arm pro-
vides a stop for the hinge spring. The U-shaped body is
secured to the frame by the core threaded shank and
carries, on the flanged end, an armature supported by a
hinge spring which comprises a steel leaf and bi-metal
leaf overimposed in the current regulator and bi-metal
leaf in the voltage regulator. The armature carries the
movable contact.
Fixed contacts of both voltage and current regulators
are mounted on t w o blade springs which are secured to a
single bracket rivetted to the U-shaped adjustment arm.
The design of the t w o fixed contacts carrier blade springs
is such as to permit the adjustment of the contact
position by suitably bending the blade springs. The cut-
out is similar in design to the other two relays as shown
in FIG 11:6. Again the hinge spring is bi-metallic as in
the voltage regulator.
All the armatures are provided w i t h blade springs, so
that the tension may be adjusted to the required setting
value. This adjustment is obtained by bending the
adjustment arms.
The voltage regulator coil comprises a fine wire wind-
ing w i t h a great number of turns, shunt connected to the
generator.
The cut-out coil comprises a fine wire winding with a
great number of turns shunt connected to the generator,
and of a winding comprising a few turns of heavy gauge
wire, which is connected in series w i t h the generator
charge circuit (cut-out series winding).
The current regulator coil comprises a few turns of
heavy gauge wire which is series connected with the
generator charge circuit.
The generator regulator base has three terminals to
which the various cables are connected.
No. 51 — connection to generator positive terminal.
No. 67 — connection to generator field winding.
No. 30 — connection to electrical accessories.
The regulator cover is secured to the base w i t h a
rubber gasket placed in between which seals the unit
against the ingress of moisture or dust.
A regulation resistor is fitted under the base and is
secured to the voltage regulator and current regulator
relay core threaded shanks.

Checking cut-out:
1 Closing voltage:
This test should be carried out at a temperature of
25°±10°C and the regulator should be connected to a
generator test bed as shown in FIG 11:7. The unit should
be operated under no load conditions for between 15 -
18 minutes with the cover installed and w i t h a voltage of
between 16.5 volts for an initial operating temperature of
15-20°C or 15 volts for an initial operating temperature
of 20-35°C. This will enable thermal stabilization of the
unit to be obtained so that the temperature of both the
cut-out shunt windings and the bymetallic springs
increase due to the heat developed by the windings and
reaches the normal operating setting.
Once thermal stabilization has been obtained the
generator should be restarted and the speed gradually
increased so that immediately the test lamp starts to
glow the voltmeter reading may be taken. This will be
the value of the cut-out contact closing voltage.
2 Reverse current:
This check should be carried out at a temperature range
of between 25°±10°C and it is recommended that it is
performed as soon as possible after the closing voltage
test so that the thermal stabilization remains unaltered.
Connect the regulator as shown in FIG 11:8 and
gradually speed up the generator to 4500 rev/min for
approximately 5 minutes. Ensure that the voltmeter reads
at least 14.5 volts and then gradually reduce the generator
speed carefully watching the movement of the ammeter
needle which should at first indicate a charging current
and then gradually move to zero and then to the other side
of the scale to indicate reverse current value. If the
generator speed is reduced further the reverse current
reading will increase to a given value and then suddenly
fall to zero which will indicate that the cut-out contact
has opened. This limit indicates the maximum reverse
current value which should not, under any circumstances,
exceed 16 amps.
During this test, to obtain the maximum reverse
current possible the reduction in generator speed must
not take more than 10 seconds otherwise the battery
voltage will drop excessively.
Checking voltage regulator:
This test should be carried out w i t h the regulator under
half load and at a temperature of 50°± 3°C. Connect the
regulator as shown in FIG 11:9 and operate the regulator
for approximately 30 minutes by supplying a current half
that of regulated current which is 1 6 ±5 amp. Once the
regulator has been brought to the required temperature
stop the generator and start it again, gradually increasing
the speed to a maximum of 4500 rev/min. Adjust the
rheostat for a generator output corresponding to half load
current of 8 ± 2 amps. When this generator output has
been set the voltage should be 14.2± .3 volts.
Checking current regulator:
Leave the regulator connected as shown in
FIG 11 :10
and this test must be carried out immediately after testing
the half load regulated voltage of the voltage regulator
when connected to a battery. Check that the ammeter
fitted will accommodate a 40 amp deflection: if not a
F500117
FIG 11 :9 Wiring diagram for checking the current and
voltage regulators
Key to Fig 11:9 GR Regulator GN 1.1 2.1 6 G Generator
FIAT D 90.12.16.3 V Voltmeter, 20 V scale (0.5% accuracy)
A Ammeter, 20 A scale (to check voltage regulator) and 40 A
scale (to check current regulator)
B Battery, 50 Ah, fully chargedR Rheostat, 25 A. 3
FIG 11 :10 Wiring diagram for setting the cut-out relay
Key to Fig 11 :10 B 2 V battery B 20 V batteryA Ammeter, 20 A scale ( 1 % accuracy) V Voltmeter, 20 V
scale (0.5% accuracy), directly connected to terminals 31—51
P Potentiometer for voltage adjustment, having such a capacity
that the current draw of the cut-out shunt winding does not
cause sensible variations in the voltage readings (voltmeter
under no load) S Test lamp, with 2 V, 3 W bulb, to signal
opening and closing of contacts R Rheostat, 4 12
AR Voltage drop resistor, suitable to allow turning on of A withT open and cut-out contacts open
Setting of instruments before inserting the unit: P At
minimum (voltmeter reads zero) T Open R All inserted
(max. resistance) T Open
FIG 11:11 Wiring diagram for setting the voltage and
current regulators
Key to Fig 11 :11 GR Regulator assembly GN 1.12.16
G Generator D 90.12.16.3 V Voltmeter, 20 V scale (0.5%
accuracy) A Ammeter, 20 Amp. scale (for voltage regulator),
or 40 Amp. scale (for current regulator) R Rheostat, 25
Amps., 3 Ohms B 50 Amp/h battery, fully charged I Switch

Checking cut-out:
1 Closing voltage:
This test should be carried out at a temperature of
25°±10°C and the regulator should be connected to a
generator test bed as shown in FIG 11:7. The unit should
be operated under no load conditions for between 15 -
18 minutes with the cover installed and w i t h a voltage of
between 16.5 volts for an initial operating temperature of
15-20°C or 15 volts for an initial operating temperature
of 20-35°C. This will enable thermal stabilization of the
unit to be obtained so that the temperature of both the
cut-out shunt windings and the bymetallic springs
increase due to the heat developed by the windings and
reaches the normal operating setting.
Once thermal stabilization has been obtained the
generator should be restarted and the speed gradually
increased so that immediately the test lamp starts to
glow the voltmeter reading may be taken. This will be
the value of the cut-out contact closing voltage.
2 Reverse current:
This check should be carried out at a temperature range
of between 25°±10°C and it is recommended that it is
performed as soon as possible after the closing voltage
test so that the thermal stabilization remains unaltered.
Connect the regulator as shown in FIG 11:8 and
gradually speed up the generator to 4500 rev/min for
approximately 5 minutes. Ensure that the voltmeter reads
at least 14.5 volts and then gradually reduce the generator
speed carefully watching the movement of the ammeter
needle which should at first indicate a charging current
and then gradually move to zero and then to the other side
of the scale to indicate reverse current value. If the
generator speed is reduced further the reverse current
reading will increase to a given value and then suddenly
fall to zero which will indicate that the cut-out contact
has opened. This limit indicates the maximum reverse
current value which should not, under any circumstances,
exceed 16 amps.
During this test, to obtain the maximum reverse
current possible the reduction in generator speed must
not take more than 10 seconds otherwise the battery
voltage will drop excessively.
Checking voltage regulator:
This test should be carried out w i t h the regulator under
half load and at a temperature of 50°± 3°C. Connect the
regulator as shown in FIG 11:9 and operate the regulator
for approximately 30 minutes by supplying a current half
that of regulated current which is 1 6 ±5 amp. Once the
regulator has been brought to the required temperature
stop the generator and start it again, gradually increasing
the speed to a maximum of 4500 rev/min. Adjust the
rheostat for a generator output corresponding to half load
current of 8 ± 2 amps. When this generator output has
been set the voltage should be 14.2± .3 volts.
Checking current regulator:
Leave the regulator connected as shown in
FIG 11 :10
and this test must be carried out immediately after testing
the half load regulated voltage of the voltage regulator
when connected to a battery. Check that the ammeter
fitted will accommodate a 40 amp deflection: if not a
F500117
FIG 11 :9 Wiring diagram for checking the current and
voltage regulators
Key to Fig 11:9 GR Regulator GN 1.1 2.1 6 G Generator
FIAT D 90.12.16.3 V Voltmeter, 20 V scale (0.5% accuracy)
A Ammeter, 20 A scale (to check voltage regulator) and 40 A
scale (to check current regulator)
B Battery, 50 Ah, fully chargedR Rheostat, 25 A. 3
FIG 11 :10 Wiring diagram for setting the cut-out relay
Key to Fig 11 :10 B 2 V battery B 20 V batteryA Ammeter, 20 A scale ( 1 % accuracy) V Voltmeter, 20 V
scale (0.5% accuracy), directly connected to terminals 31—51
P Potentiometer for voltage adjustment, having such a capacity
that the current draw of the cut-out shunt winding does not
cause sensible variations in the voltage readings (voltmeter
under no load) S Test lamp, with 2 V, 3 W bulb, to signal
opening and closing of contacts R Rheostat, 4 12
AR Voltage drop resistor, suitable to allow turning on of A withT open and cut-out contacts open
Setting of instruments before inserting the unit: P At
minimum (voltmeter reads zero) T Open R All inserted
(max. resistance) T Open
FIG 11:11 Wiring diagram for setting the voltage and
current regulators
Key to Fig 11 :11 GR Regulator assembly GN 1.12.16
G Generator D 90.12.16.3 V Voltmeter, 20 V scale (0.5%
accuracy) A Ammeter, 20 Amp. scale (for voltage regulator),
or 40 Amp. scale (for current regulator) R Rheostat, 25
Amps., 3 Ohms B 50 Amp/h battery, fully charged I Switch

FIG 11:12 Wiring diagram for setting the cutout relay
Key to Fig 11 :12 B 2 V battery B 20 V battery
A Ammeter, 15 A scale ( 1 % accuracy) V Voltmeter, 20 V
scale (0.5% accuracy), directly connected to terminals 31-51
P Potentiometer for voltage adjustment, having such a capacity
that the current draw of the cutout shunt winding does not cause
sensible variations in the voltage readings (voltmeter under no
load) S Test lamp, with 2 V, 3 W bulb, to signal opening
and closing of contacts R Rheostat, 4 , 1 2 A R Voltagedrop rheostat, suitable to allow turning on of S with T open and
cutout contacts open
Setting of instruments before inserting the unit: P At
minimum (Voltmeter reads zero) T Open R All inserted
(max. resistance) T Open
1
2
3
4
5
6
FIG 11:13 Location of electrical system fuses
Key to Fig 11 :13 1 Fuse N o . 30.2 2 Fuse N o . 30.3
3 Fuse N o . 56.b1 4 Fuse N o . 56.b2 5 Fuse N o . 15.54
6 Fuse N o . 30
meter w i t h a fuller scale deflection of 40 amp must be
substituted. Adjust the rheostat to give maximum
resistance and operate the regulator for approximately
30 minutes with regulator controlled current and 13 volt
supply. The resistor R of the rheostat should be adjusted
until the current is steady whilst the voltage drops. This
will indicate that the unit has reached normal operating
temperature. Stop the generator, restart it and speed up
gradually to 4500 rev/min. Check that the regulated
current value corresponds to the specified value of
1 6± .5 amps. By continually reducing the resistance the
current should remain constant. The voltage however
should decrease to as l o w as 12 volts.
118
Cut-out relay adjustment:
Ascertain the type of regulator fitted and then wire to
the test unit as shown in FIG 11:10 or FIG 11 :12.
Before the unit is assembled to the test bed the instru-
ments should be set as follows:
P - at minimum so that voltmeter reads zero.
T — open.
R - all inserted giving maximum resistance.
T - open.
1 Contact closing voltage:
This test should be carried out at an ambient tempera-
ture of 25°±10°C. Close the switch T and stabilize the
regulator thermally by feeding current into it for approxi-
mately 15 to 18 minutes at 16.5 volts which is obtained
by adjusting P for initial regulator operating temperatures
of between 15°-20°C or at 15 volts for initial operating
temperatures of 20°-35°C. Once the stabilizing of the
regulator has been completed bring the voltage to 12 6±
.2 volts by adjusting P. Adjust the load on the setting
spring by bending the relevant arm until the pilot light S
is extinguished. Reset P to m inimum and again increase
the voltage by P and check that the pilot lamp is extin-
guished at the specified voltage.
2 Reverse current:
This test must be carried out at a temperature of
25°± 10°C and it is recommended that it is carried out as
soon as possible after the closing voltage test so as to
maintain minimum regulator thermal stability. With the
switch T closed bring the voltage to 14.5 volts by
operating P. The contacts of the cut-out should be closed
and the pilot lamp S off. Close T and increase the reverse
current by means of the rheostat R and check that the
pilot lamp S glows as the contacts part. The opening may
also be unsteady which will be indicated by a slight
buzz from the unit. Check the value of the ammeter of the
reverse current causing the opening of the contacts and
this should not exceed 16 amps. If the reading is unstable
or S lights up at the recommended limit reset the reverse
current to the minimum value and repeat the test once
more. Finally open the switches T and T and again
adjust rheostat R and P to the minimum settings.
Voltage regulator adjustment:
This test should be carried out at a temperature of
5 0 ° ±3 ° C . Connect the unit as shown in FIG 11 :11 and
load the voltage regulator adjusting springs by bending
the relevant arm. With the unit at the required test
temperature close 1 start the generator and stabilize
the regulator thermally by feeding a current for 30
minutes at 15 volts, which is obtained by adjusting the
generator speed. The generator should then be stopped,
I opened and the generator restarted and gradually
speeded up to 4500 rev/min. The voltage regulator
spring load adjustment should be set by suitably bending
the relevant adjusting arm and by rheostat R so as to have
a voltage of 14.2±.3 volts and a half load current of
8 ± 2 amps. Finally check the steadiness and accuracy
of the voltage regulator setting by stopping the generator
and restarting after approximately 2 minutes and gradually
speeding up to 4500 rev/min.

WINDSHIELD WIPER
MOTOR ASSY
WIPER MOTOR SCREWS
WIPER MOTOR BRACKET
FIG 11:15 Arrangement of windshield wiper unit on
vehicle
B M INT F
SC12 V
31
D
A
SWITCH PARKING
0 ON
SWITCH LEVER POSITIONS
FIG 11:16 Windshield wiper wiring diagram
Key to Fig 11 :16 A Series winding B Shunt winding
D Switch M Motor S Additional winding F INT
C =Terminals
120signal lamp pairs. The flasher unit connections are in
FIG 11:14 and the unit is of the hot wire type.
Faulty operation of flashers:
In cases of trouble check the bulb for broken filaments.
Refer to the wiring diagrams in Technical Data and check
all flasher circuit cables and connections. Check the
appropriate fuse. Switch on the ignition and check w i t h
a voltmeter between flasher unit positive terminal and
earth to see if battery voltage is present. Connect together
flasher unit positive terminal and L and operate the
direction indicator switch. If the flasher lamps now light,
the flasher unit is defective and must be renewed. It is not
possible to dismantle and repair a faulty flasher unit.
Before removing make a note of the connections so that
they will be replaced correctly when the new unit is being
installed.
Before making the connections it is advisable to check
the circuits to ensure that the new flasher unit is not
damaged by wrong connection. Test by joining the
cables normally connected to the unit and operate the
switch. If the connections are wrong the appropriate
fuse will blow but no damage will be done to the flasher
unit.
Never insert terminal L directly to earth without having
first connected in series the bulbs specified, otherwise
the flasher unit will be damaged. For the same reason
terminal L must never be shorted to ground nor must there
by any short circuits in any of the leads from the L
terminal to the bulbs. The flasher unit must never receive
blows of any kind since it is a very delicate component
and easily damaged.
11:8 Windscreen wipers
Description:
The windscreen wiper assembly comprises a motor
unit that drives t w o wiper blades through a reduction
gearing and mechanical linkage. The reduction gear
includes a worm screw on the motor armature shaft and a
helical pinion. The motor, left blade pivot and linkages
are mounted on a sheet metal bracket, whilst the right
blade pivot is connected to the main drive link. When
assembled to the vehicle the right blade pivot is fixed
directly onto the body. The unit is provided w i t h an
automatic parking device which ensures that the blades
return to their correct park position. The w
indscreen wiper
is- controlled by a lever switch with three separate
positions on earlier models or a simple on-off switch on
later models.
Maintenance:
Maintenance is confined to the changing of the wiper
blades when they have deteriorated and occasional
lubricating of the mechanical linkage.
Wiper unit faulty operation :
1 It is important that the wiper unit assembly is correctly
fitted to the body otherwise distortion of the wiper
mounting bracket can occur which will cause
abnormal stresses on the pivot and linkages resulting
in irregular and difficult blade sweep.
2 If the blades keep on sweeping at a reduced speed
although the switch lever has been pressed to the

Before removing an apparently faulty horn check the
wiring and connections. Check that the mounting bolts
are tight and that the horn does not foul any adjacent part.
Removal and installation:
This is a straightforward operation and the only
precaution to be taken is to ensure that the rubber gasket
bonded to the horn body does not become detached. If
the horn is renewed, before installing the new horn bond
the rubber gasket to the new unit with adhesive in
the same position as was on the original horn unit fitted.
Should the horn fail to operate the following points
should be noted.
1 Damaged horn.
2 Broken connection between battery and horn.
3 Broken connection between horn and push button on
steering wheel
4 Damaged push button mechanism.
5 Directional signal and outer lighting changeover
switch blade contact failing to make contact with the
steering wheel hub ring contact.
6 Current lead displaced from the horn blade contact on
the directional signal and outer lighting switch.
7 Distorted or broken diaphragm in horn.
8 Connections or inner windings
broken or burnt.
9 Electro-magnet contact points dirty or excessively
worn.The contacts may be adjusted by the adjusting screw
after the points have been cleaned and refaced.
To adjust the tone of the horn use a ring spanner and
screwdriver as shown in FIG 11 :23.
It is recommended that if the horn unit operation is
unreliable a new unit should be fitted rather than the
original one repaired.
11:12 Lighting and flasher switch
Description:
The two switches provide a directional signal switch
which automatically returns to the rest position once a
turn has been negotiated and the steering wheel is
brought back to the straight-ahead position. The change
over switch controls the outer lights and the headlights
flasher. The complete unit is located under the steering
wheel on the steering column.
Switch unit removal:
1 Carefully pry off the horn push button at the steering
wheel centre using a fine blade screwdriver.
2 Disconnect the positive terminal of the battery.
3 Disconnect the plug in contact in the steering wheel
hub.
4 Unscrew the steering wheel retaining nut from the
inner column and remove the steering wheel from the
shaft.
5 Slacken the bolts securing the steering column support
to the body
6 Remove the plug in contacts from the switch unit
ensuring that their correct location is noted for re-
assembly.7 Remove the switch unit from the steering column.
124
Switch unit installation:
This is the reverse procedure to dismantling. It is
advisable after installation to check that the steering
wheel when in the straight-ahead position and the
directional signal switch lever in neutral, the reference
index on the outer face of the directional signal switch
drum is in line with the index on the steering wheel hub.
This will ensure correct sequence of operation.
11:13 Fault diagnosis
(a) Battery discharged
1 Lighting circuit shorted
2 Terminals loose or dirty
3 Generator not charging
4 Regulator or cut-out units not working properly
5 Battery internally defective
(b) Insufficient charging current
1 Loose or corroded battery terminals
2 Generator driving belt slipping
(c) Battery will not hold a charge
1 Low electrolyte level
2 Battery plates sulphated
3 Electrolyte leakage from cracked casing or top sealing
compound
4 Plate separators ineffective
(d) Battery overcharged
1 Voltage regulator needs adjusting
(e) Generator output low or nil
1 Belt broken or slipping
2 Regulator unit out of adjustment
3 Worn bearings, loose pole pieces
4 Commutator worn, burned or shorted
5 Armature shaft bent or worn
6 Insulation proud between commutator segments
7 Brushes sticking, springs weak or broken
8 Field coil wires shorted, broken or burned
( f ) Starter motor lacks power or will not operate
1 Battery discharged, loose cable connections
2 Starter pinion jammed in mesh with flywheel gear
3 Starter switch faulty
4 Brushes worn or sticking, heads detached or shorting
5 Commutator dirty or worn
6 Starter shaft bent
7 Engine abnormally stiff
(g) Starter motor inoperative
1 Check 1 in (f)
2 Armature or field coils faulty