fuse FIAT 500 1969 1.G Workshop Manual

a n 0—20 v o ltmeter. If the circuit is in order the meter
should read approximately 12-volts.
3 Battery to fuse box terminal 30. Connect the volt-
meter between the terminal 30 and earth. No reading
indicates a faulty cable or loose connection.
4 Fuse box. Connect the voltmeter between the other
auxiliary terminal 30 and earth. No reading indicates a
broken or loose connection.
5 Fuse box auxiliary terminal 30 to terminal
number 30 on ignition switch. Connect the meter
between terminal number 30 on the ignition switch
and earth. No reading indicates a damaged cable or
loose connection.
6 Ignition switch. Connect the meter between termi-
nal 15/54 and earth. Switch onto the ignition position,
when no reading indicates a fault in the switch.
7 Ignition switch to low-tension cable connection
on the coil (blue cable). Connect the meter
between ignition coil terminal (blue cable) and earth.
No reading indicates a damaged cable or loose con-
nection.
8 Ignition coil. Disconnect the black low-tension cable
connecting the coil to the distributor side terminal at
the coil and connect the meter between this terminal
and earth. No reading indicates a fault in the primary
winding of the coil and a replacement coil must be
fitted. If the reading is correct remake the connections
to the coil.
9 Ignition coil to distributor. Disconnect the thin
black low-tension cable at the side of the distributor
and connect the meter between the end of this cable
and earth. No reading indicates a damaged cable or
loose connections.
10 Contact breaker and capacitor. Connect the
meter across the contact breaker points. No reading
indicates a faulty capacitor.
Capacitor:
The best method of testing a capacitor (condenser) is
by substitution. Disconnect the original capacitor and
connect a new one between the low-tension terminal on
the side of the distributor and earth.
If a new capacitor is needed, fit a new one complete
w i t h bracket, but if necessary unsolder the original bracket
and solder it onto the new capacitor using as little heat as
possible. Capacitor capacity is .15-.20 microfarads.
3 : 5 Removing and dismantling distributor (sedan
and sports)
To remove the distributor proceed as follows:
1 Rotate the engine slowly until the distributor rotor arm
is opposite the brass segment in the distributor cap
connected to No. 1 plug lead. This will provide a datum
for replacement.
2 Disconnect the cable from the low-tension terminal on
the side of the distributor body. Mark position of distri-
butor on support. Release the distributor retaining nut
and washer from the underside of the top flange of the
distributor support and carefully lift away the dis-
tributor.
3 Pull off the rotor arm. Remove the insulated terminal
assembly from the side of distributor body. Release the
contact breaker carrier plate retaining screws and con-
denser flange screw from the outside of the distributor
F50049 body. Carefully lift out the contact breaker plate
assembly.
4 Before further dismantling note the relative positions of
the driving dog and the rotor arm driving slot at the top
of the distributor cam spindle. The driving dog is offset
and can only engage its driving spindle in one position.
Then when the cam assembly is fitted to the centrifugal
weights during reassembly the timing is not 180 deg.
out.
5 Take out the cam lubrication felt pad recessed in the
rotor arm housing on the end of the cam spindle.
Remove the retaining screw, carefully disengage the
springs and lift out the cam spindle. It should be noted
that there is a small retaining ball and spring located in a
drilling nearly at the top of the drive shaft spindle.
Carefully lift away the weights.
6 Thoroughly clean all parts and inspect for excessive
wear. The distributor cap must not be cracked or show
signs of tracking. The cap terminals, rotor and contact
breaker points can be cleaned with a very fine file.
Emerypaper must not be used. If the clearance between
the rotor and distributor cap segments exceeds .0118
inch both the rotor and distributor cap must be replaced.
Inspect the contact breaker arm rubbing block for exces-
sive wear and also the points for wear so that if the gap
exceeds the last setting limit of .0209 inch and adjust-
ment through the stationary contact carrier screw is no
longer possible (see FIG 3 : 2) , the contact breaker set
must be renewed.
If the distributor drive shaft side or vertical movement is
excessive the distributor must be renewed.
Weak centri-
fugal weight springs or damaged weights must be
renewed using original Fiat spares otherwise the auto-
matic ignition advance characteristics could be altered.
FIG 3 : 3 Ignition distributor in place on engine SPARK PLUG CABLES
IGNITION COIL CABLE!
DISTRIBUTOR CAP
DISTRIBUTOR BODY
GROUND CABLE
CONDENSER
DISTRIBUTOR SHAFT
LUBRICATION FITTING
DISTRIBUTORSUPPORT-TO--CRANKCASE NUT
[MOUNTING SCREWDISTRIBUTOR
DISTRIBUTOR SUPPORT

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.

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

BOW
FIG 12:17 Sun Roof top in unlatched position
FIG 12:18 Diagrammatic view of car heating system
Key to Fig 12 :18 1 Thermostat controlling shutter 2 Shutter, engine cooling air outlet 3 Lever, heater hand control
4 Warm air outlet slots 5 Demister valve control knobs 6 Windshield demister diffusers
NOTE—The car may be also equipped, optionally, with a heating booster as shown in FIG 12:19
134
4 Rear moulding for the top lining mounting onto the
rear metal panel.
5 Top lining retaining strap which is secured to the front
end of t h e rear metal panel using a bridge bracket.
6 Bracket for strap which hooks up the top lining when
in the folded position.
Dismantling and reassembly is a straightforward
operation providing that careful note is made of the
location of all screws that are removed. To reassemble
it is suggested that the rear metal panel is mounted on
the body shell first. The collapsible top assembly is then
positioned and secured to the rear metal panel using eight
rivets. The top covering should be stretched to the closed
position and secured to both framing side arms to t h e
body shell wells using the special screws. 500F and L
models are similar, but with a single central sun roof latch:
t h e rear metal panel is no longer removable.
12:13 Seats
Front seats:
The front bucket seats comprise a one-piece tubular
frame covered with imitation leather or cloth padded

cushion and back rest. A number of rubber straps are
hooked across the frame under the cushion and in a
sheath covering on the seat back.
The bottom of the front seat frame ends are provided
with sliding guides which run in guide rails attached to
the floor. The sliding guides are pivoted on the frame
tubes to allow for forward tilting of the seats giving better
access to the rear compartment. Two rubber pads
provide cushioning of the seat frame on the guide rails
as shown in FIG 12:11. The control lever for seat
adjustment is fitted in the frame righthand tube to permit
unlocking of the seats so that they may be adjusted to
individual drivers requirements.
Rear seats (Sedan):
The rear seat comprises of a foam rubber cushion and
back. The seat back is cemented to the rear floor and
body shell bulkhead. The rear seat lining is of fabric and
imitation leather. The seat lining is held in place by four
self-tapping screws, t w o of which secure the floor below
the back window and two the lining at the base of t h e
back rest. Included with the seat assembly is a masonite
floor which is fitted below the rear window.
Rear Seat (Station Wagon):
The rear seat back rest is pivoted at the base of its
frame so that it can be folded down to form a load plat-
form surface. In the upright position it is retained in place
by t w o brackets mounted on either side of the body below
the side
windows.
12:14 Interior heater
Description:
Interior heating is accomplished by recirculation of
warm air from the engine cooling system through engine
cowling. Referring to FIG 12:18 a hose conveys warmed
air from the engine cowling to the centre tunnel floor
where warm air flows out through two slots being cut on
the windshield delivery hoses. Air admission can be
adjusted by turning the control lever to the right which
operates the tunnel throttle valve at the rear seat.
The heating system may be fitted with a booster which
comprises a casing on the front exhaust pipe being
connected to the engine cowling and the warmed air
passage tunnel. Warm air flowing to the car interior is
heated to higher temperature than that from the standard
version of heater (see FIG 12:19).
Windshield demisting:
As will be seen from FIG 12:18, t w o air hoses w i t h
throttle valves for airflow control are relayed from a casing
F500135
FIG 12:19 Diagram of booster
Key to Fig 12:19 1 Thermostat controlling shutter
2 Car interior heater booster 3 Hand control unit
in front of the centre of the floor tunnel. Flexible hoses
are connected to two air diffusers which are located on
the instrument panel and parallel to the windshield glass.
When the throttle valves 5 (see FIG 12:18) are operated
through the two control knobs, warmed air is directed
onto the windshield glass so preventing misting, frosting
or icing in adverse weather conditions.
Inspection:
Ensure that t h e lever, the lever spring and butterfly
valve hinge are not distorted. Check that the ducting to
the tunnel as well as the upper and lower hoses are air-
tight which if not, should be renewed.